WO2018168348A1 - Device and method for controlling engine - Google Patents

Device and method for controlling engine Download PDF

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Publication number
WO2018168348A1
WO2018168348A1 PCT/JP2018/005867 JP2018005867W WO2018168348A1 WO 2018168348 A1 WO2018168348 A1 WO 2018168348A1 JP 2018005867 W JP2018005867 W JP 2018005867W WO 2018168348 A1 WO2018168348 A1 WO 2018168348A1
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WO
WIPO (PCT)
Prior art keywords
oil
valve
cylinder
controller
engine
Prior art date
Application number
PCT/JP2018/005867
Other languages
French (fr)
Japanese (ja)
Inventor
貴史 西尾
賢宏 山本
西本　敏朗
真憲 橋本
Original Assignee
マツダ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by マツダ株式会社 filed Critical マツダ株式会社
Priority to CN201880017117.7A priority Critical patent/CN110402327B/en
Priority to US16/493,205 priority patent/US10851718B2/en
Priority to EP18766820.7A priority patent/EP3581778B1/en
Publication of WO2018168348A1 publication Critical patent/WO2018168348A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/356—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear making the angular relationship oscillate, e.g. non-homokinetic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005—Deactivating valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/16—Controlling lubricant pressure or quantity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/06—Cutting-out cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005—Deactivating valves
    • F01L2013/001—Deactivating cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/043—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/002—Controlling intake air by simultaneous control of throttle and variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/024—Fluid pressure of lubricating oil or working fluid
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the technology disclosed herein relates to an engine control device and a control method.
  • Patent Document 1 discloses an engine configured to switch between an all-cylinder operation in which all cylinders are operated and a reduced cylinder operation in which some cylinders are deactivated.
  • This engine is provided with a valve stop mechanism that operates by receiving hydraulic pressure. By supplying pressurized oil to the valve stop mechanism, the engine is switched from all-cylinder operation to reduced-cylinder operation. Yes.
  • the engine disclosed in Patent Document 1 is configured to increase the amount of intake air (intake charging amount) supplied to each cylinder in advance when operating the valve stop mechanism, compared to that during normal all-cylinder operation. It has become.
  • intake charging amount amount of intake air supplied to each cylinder in advance when operating the valve stop mechanism. It has become.
  • the amount of fuel per cylinder can be increased while keeping the air-fuel ratio of the air-fuel mixture constant.
  • the output torque can be kept constant before and after the transition from the full cylinder operation to the reduced cylinder operation.
  • the ignition timing is temporarily retarded over a period from the start of the increase of the intake charge amount to the completion thereof.
  • the output torque of the entire engine can be kept substantially constant even when the full cylinder operation is performed while increasing the intake charge amount.
  • the switching to the reduced cylinder operation is realized by the operation of the valve stop mechanism.
  • the hydraulic pressure (maintenance hydraulic pressure) required for maintaining the reduced cylinder operation is increased.
  • high oil pressure also called transient oil pressure or working oil pressure
  • Patent Document 1 it is conceivable to retard the ignition timing in parallel with the increase in the intake charge amount in order to suppress the occurrence of torque shock. Usually, when the ignition timing is retarded, the combustion efficiency of the engine is lowered. Therefore, in order to ensure fuel consumption performance, it is required to shorten the retard period as much as possible.
  • the ignition timing is used to suppress the occurrence of torque shock as long as all cylinder operation continues. There is no choice but to continue the retard. As a result, the retard period becomes longer due to the delay in securing the transient oil pressure. This is not preferable in that the fuel consumption performance is deteriorated.
  • the technology disclosed herein has been made in view of the above points, and an object of the technology is to shift from full-cylinder operation to reduced-cylinder operation in an engine control device having a hydraulic valve stop mechanism. Sometimes it is to suppress the deterioration of fuel efficiency.
  • the technology disclosed herein switches between an all-cylinder operation having a plurality of cylinders and operating all of the plurality of cylinders, and a reduced cylinder operation in which some of the plurality of cylinders are deactivated.
  • a configured engine control device wherein when the oil pressurized to a predetermined operating oil pressure is supplied, a valve stop mechanism that operates to switch the engine from the full cylinder operation to the reduced cylinder operation;
  • An oil supply device configured to discharge oil to a hydraulic path connected to the valve stop mechanism and adjust a hydraulic pressure of the oil; and a control valve for supplying oil from the hydraulic path to the valve stop mechanism;
  • a filling amount adjusting device that adjusts an intake filling amount that indicates an amount of gas supplied to each of the plurality of cylinders, and an oil supply device, the control valve, and the filling amount adjusting device.
  • a controller configured to operate the engine by outputting a control signal to each of the oil supply device, the control valve, and the filling amount adjusting device; and connected to the controller; and And a hydraulic pressure sensor that detects a hydraulic pressure of the oil flowing through the hydraulic pressure path and outputs a signal indicating the detection result to the controller.
  • the controller outputs a control signal to the oil supply device so as to increase the oil pressure detected by the oil pressure sensor to the operating oil pressure, and then supplies the oil adjusted to the operating oil pressure to the valve stop mechanism.
  • the valve stop mechanism is activated by outputting a control signal to the control valve.
  • the controller also outputs a control signal to the oil supply device when operating the valve stop mechanism, and then the hydraulic pressure detected by the hydraulic sensor is a predetermined determination value set to be equal to or lower than the operating hydraulic pressure.
  • a control signal is output to the filling amount adjusting device so that the intake filling amount is increased as compared with the time when the hydraulic pressure is started to rise.
  • this control device includes a valve stop mechanism that operates by receiving hydraulic pressure, and the engine may be shifted from the full cylinder operation to the reduced cylinder operation by operating the valve stop mechanism. In that case, since it is required to supply the pressurized oil up to a predetermined operating oil pressure to the valve stop mechanism, it is required to increase the oil pressure in advance through the oil supply device.
  • valve stop mechanism when operating the valve stop mechanism, it is required to pressurize the oil and increase the intake charge amount.
  • time required for starting up the hydraulic pressure varies as compared with the time required for increasing the amount of gas such as intake air. Due to such variations, the fuel efficiency of the engine may be deteriorated.
  • the discharge rate per unit time of the oil pump decreases in the low rotation range, so the increase in hydraulic pressure becomes slower as the rotation speed decreases.
  • the reduced cylinder operation is generally performed in the operation region on the low rotation side, the operation is performed for the time required to increase the intake charge amount when shifting from the full cylinder operation to the reduced cylinder operation.
  • the time required to secure the hydraulic pressure tends to be longer. Therefore, when the pressurization of the oil and the increase of the intake charge amount are started at the same time as in the prior art, the increase of the intake charge amount may be completed before the aforementioned hydraulic pressure is secured. In this case, as long as the valve stop mechanism cannot be operated, the all-cylinder operation continues with the intake charge amount increased until the hydraulic pressure is secured.
  • the ignition timing is used to suppress the occurrence of torque shock as long as all cylinder operation continues. There is no choice but to continue the retard. As a result, the retard period becomes longer due to the delay in securing the hydraulic pressure. This is not preferable in that the fuel consumption performance is deteriorated. In order to shorten the retard time, it is required to start the reduced cylinder operation as soon as possible after the increase of the intake charge amount is completed.
  • the intake charge amount starts to increase.
  • the timing for starting to increase the intake charge amount can be delayed according to the setting of the determination value.
  • the timing at which the hydraulic pressure is secured can be advanced with respect to the timing at which the increase in the intake charge amount is completed. Therefore, even if there is a variation in the start-up of the hydraulic pressure, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed. As a result, it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
  • the controller may output a control signal to the filling amount adjusting device when the valve stop mechanism is operated and the hydraulic pressure detected by the hydraulic pressure sensor is increased to the operating hydraulic pressure. .
  • the operating hydraulic pressure can be reliably ensured before the increase of the intake charge amount is completed, so that the reduced cylinder operation is not performed without continuing the all cylinder operation as soon as the increase of the intake charge amount is completed. It becomes possible to start. Therefore, it is advantageous in suppressing deterioration of fuel consumption performance when shifting from full cylinder operation to reduced cylinder operation.
  • the oil supply device is connected to the variable displacement oil pump and the controller, and controls the oil pressure by adjusting the oil discharge amount of the oil pump in response to the control signal of the controller. And an oil control valve configured to be configured.
  • a spark plug connected to the controller and configured to ignite the air-fuel mixture in the cylinder at a predetermined ignition timing in response to a control signal from the controller.
  • the ignition plug When operating the valve stop mechanism, the ignition plug is connected to the spark plug so that the output torque per cylinder is reduced by retarding the ignition timing compared to the time when the oil supply device starts to raise the hydraulic pressure.
  • a control signal may be output.
  • the ignition timing at the time of starting the hydraulic pressure includes, for example, the timing at which the engine generates the maximum torque (Minimum spark spark advance for Torque: MBT).
  • MBT Minimum spark spark advance for Torque
  • the controller can reduce the output per cylinder by retarding the ignition timing rather than MBT.
  • the ignition timing of the air-fuel mixture is temporarily retarded when shifting to the reduced cylinder operation. Since the ignition timing is retarded, the output torque per cylinder can be reduced. Thereby, it is possible to achieve both an increase in the intake charge amount and a suppression of torque shock.
  • the filling amount adjusting device is provided in each of the plurality of cylinders, and includes a variable valve timing mechanism that changes opening / closing timings of the intake valve and the exhaust valve of each cylinder, and an intake passage connected to the plurality of cylinders. And a throttle valve that adjusts the flow rate of gas passing through the intake passage.
  • Another technique disclosed herein includes switching between an all-cylinder operation having a plurality of cylinders and operating all of the plurality of cylinders, and a reduced cylinder operation in which some of the plurality of cylinders are deactivated.
  • An engine control method configured to change, wherein the engine control device changes the engine from the full-cylinder operation to the reduced-cylinder operation when oil pressurized to a predetermined hydraulic pressure is supplied.
  • a valve stop mechanism that operates to switch, an oil supply device configured to discharge oil to a hydraulic path connected to the valve stop mechanism and adjust a hydraulic pressure of the oil, and to stop the valve from the hydraulic path
  • a control valve that supplies oil to the mechanism, a filling amount adjustment device that adjusts an intake filling amount that indicates the amount of gas supplied to each of the plurality of cylinders, the oil supply device, the control valve, and the front
  • a controller connected to each of the filling amount adjustment devices and configured to operate the engine by outputting a control signal to each of the oil supply device, the control valve, and the filling amount adjustment device;
  • a hydraulic sensor connected to the controller and detecting a hydraulic pressure of oil flowing through the hydraulic path and outputting a signal indicating the detection result to the controller.
  • the intake charge amount is increased.
  • the timing for starting to increase the intake charge amount can be delayed according to the setting of the determination value.
  • the timing at which the hydraulic pressure is secured can be advanced with respect to the timing at which the increase in the intake charge amount is completed. Therefore, even if there is a variation in the start-up of the hydraulic pressure, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed. As a result, it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
  • control device and control method for the engine it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
  • FIG. 1 is a diagram illustrating a schematic configuration of an engine.
  • FIG. 2 is a cross-sectional view illustrating the configuration of the engine body.
  • 3A and 3B are diagrams for explaining the configuration and operation of the valve stop mechanism, where FIG. 3A shows a locked state, FIG. 3B shows an unlocked state, and FIG. 3C shows a state where the valve operation is stopped. .
  • FIG. 4 is a cross-sectional view illustrating the configuration of the variable valve timing mechanism.
  • FIG. 5 is a diagram illustrating the configuration of the hydraulic control system.
  • FIG. 6 is a block diagram illustrating the configuration of the engine control device.
  • FIG. 7 is a diagram showing a reduced cylinder operation region.
  • FIG. 8 is a schematic view illustrating the control mode of the controller.
  • FIG. 9 is a flowchart showing processing related to switching between all-cylinder operation and reduced-cylinder operation.
  • FIG. 10 is a time chart when shifting from the all cylinder operation to the reduced cylinder operation.
  • FIG. 1 shows a schematic configuration of the engine.
  • This engine E is an in-line four-cylinder engine mounted on an automobile. That is, the engine E includes an engine main body 100 having four cylinders arranged in series, an intake passage 200 for introducing gas into the engine main body 100, and an exhaust passage 300 for extracting exhaust gas from the engine main body 100. And.
  • four cylinders are arranged in order from the end in the cylinder row direction, “first cylinder (# 1)”, “second cylinder (# 2)”, “third cylinder (# 3)”, and “fourth cylinder”. (# 4) ".
  • the engine E is operated in an operation for operating all the cylinders (all-cylinder operation) and an operation for stopping some cylinders such as half of the cylinders (reduced cylinder operation). It is comprised so that it may switch according to the driving
  • FIG. 2 shows a schematic cross-sectional view of the engine body 100.
  • the engine main body 100 includes a cylinder head 1, a cylinder block 2 attached to the lower side of the cylinder head 1, and an oil pan 3 attached to the lower side of the cylinder block 2.
  • the cylinder block 2 has an upper block 21 and a lower block 22.
  • the lower block 22 is attached to the lower surface of the upper block 21, and the oil pan 3 is attached to the lower surface of the lower block 22.
  • the upper block 21 is formed with four cylindrical cylinder bores 23 constituting each cylinder so as to extend in the vertical direction (only one cylinder bore 23 is shown in FIG. 2).
  • the cylinder head 1 is assembled on the upper block 21 so as to close the upper openings of the cylinder bores 23.
  • a piston 24 is installed inside the cylinder bore 23 so as to be slidable in the vertical direction.
  • the piston 24 is connected to a crankshaft 26 positioned below via a connecting rod 25.
  • a combustion chamber 27 is defined by an inner peripheral wall of the cylinder bore 23, an upper surface of the piston 24, and a lower wall of the cylinder head 1 facing the cylinder bore 23.
  • the cylinder head 1 has an injector 4 that injects fuel (for example, gasoline-based one) into the combustion chamber 27 of each cylinder, and fuel and air injected from the injector 4. And a spark plug 5 configured to ignite the air-fuel mixture with a predetermined ignition timing.
  • fuel for example, gasoline-based one
  • spark plug 5 configured to ignite the air-fuel mixture with a predetermined ignition timing.
  • the cylinder head 1 is provided with an intake port 11 and an exhaust port 12 having an opening at the top of the combustion chamber 27.
  • the intake port 11 communicates the combustion chamber 27 of each cylinder with the intake passage 200
  • the exhaust port 12 communicates the combustion chamber 27 of each cylinder with the exhaust passage 300.
  • the intake passage 200 is commonly connected to four independent intake passages 201 communicating with the intake port 11 of each cylinder and an upstream end portion (end portion on the upstream side in the intake air flow direction) of each independent intake passage 201.
  • a tank 202 and a single intake pipe 203 extending upstream from the surge tank 202 are provided.
  • a throttle valve 204 configured as a so-called electric throttle is provided in the middle of the intake pipe 203. By changing the opening of the throttle valve 204, the flow rate of the gas passing through the intake pipe 203 can be adjusted.
  • the exhaust passage 300 includes four independent exhaust passages 301 communicating with the exhaust ports 12 of the respective cylinders, and a collective portion 302 in which the downstream end portions (end portions on the downstream side in the exhaust gas flow direction) of the individual exhaust passages 301 are gathered. And one exhaust pipe 303 extending downstream from the gathering portion 302.
  • the intake port 11 is provided with an intake valve 13 that opens and closes the opening of the intake port 11, and the exhaust port 12 is provided with an exhaust valve 14 that opens and closes the opening of the exhaust port 12. ing.
  • Each of the intake valve 13 and the exhaust valve 14 is driven by an intake cam portion 41 a provided on the intake cam shaft 41 and an exhaust cam portion 42 a provided on the exhaust cam shaft 42.
  • the intake valve 13 and the exhaust valve 14 are urged by valve springs 15 and 16 in the direction of closing the opening (upward in FIG. 2).
  • an intake swing arm 43 and an exhaust swing arm 44 having cam followers 43a and 44a, respectively, in the substantially central portion are provided. Has been.
  • HLA 45 and 46 One end portions of the intake swing arm 43 and the exhaust swing arm 44 are supported by hydraulic lash adjusters (HLA) 45 and 46, respectively.
  • HLA hydraulic lash adjusters
  • the cam followers 43a, 44a are pushed by the intake cam portion 41a or the exhaust cam portion 42a
  • the intake swing arm 43 or the exhaust swing arm 44 swings with one end portion supported by the HLA 45, 46 as a fulcrum.
  • Each of the other ends of the swinging intake swing arm 43 or the exhaust swing arm 44 thus swinging pushes down the intake valve 13 or the exhaust valve 14 against the urging force of the valve springs 15, 16.
  • the valve 14 moves in a direction to open the opening (downward in FIG. 2).
  • the HLA 45 and 46 are automatically adjusted so that the valve clearance becomes zero by hydraulic pressure.
  • the HLA 45 and 46 provided in the first cylinder and the fourth cylinder are provided with valve stop mechanisms 45d and 46d for stopping the operations of the intake valve 13 and the exhaust valve 14, respectively (details will be described later).
  • the valve stop mechanisms 45d and 46d are not provided in the HLA 45 and 46 provided in the second cylinder and the third cylinder.
  • the former may be referred to as high-performance HLA 45a and 46a, and the latter may be referred to as standard HLA 45b and 46b.
  • Switching between full cylinder operation and reduced cylinder operation is performed by the operation of the high function HLA 45a, 46a (details will be described later). That is, the oil pressurized to a predetermined transient oil pressure (working oil pressure) is supplied through an oil supply passage (formed in the cylinder head 1) communicating with the high function HLA 45a, 46a, whereby the high function HLA 45a, 46a is provided. Hydraulic control is performed, and switching from all cylinder operation to reduced cylinder operation is performed.
  • FIG. 3A to FIG. 3C show a high function HLA 45a.
  • the structure of the high-function HLA 45a is substantially the same as the standard HLA 45b and 46b except for the presence or absence of the valve stop mechanism 45d. Therefore, the high-function HLA 45a will be described below as an example.
  • the high function HLA 45a includes a pivot mechanism 45c and a valve stop mechanism 45d.
  • the pivot mechanism 45c is a known HLA pivot mechanism, and is configured to automatically adjust the valve clearance to zero by hydraulic pressure.
  • the valve stop mechanism 45d is a mechanism that switches between operation and stop of the corresponding intake valve 13 or exhaust valve 14.
  • the valve stop mechanism 45d includes a bottomed cylindrical outer cylinder 45e that accommodates the pivot mechanism 45c in a state in which it can slide and protrude in the axial direction, and a side peripheral surface of the outer cylinder 45e.
  • a pair of lock pins 45g inserted in two through holes 45f formed opposite to each other so as to be able to advance and retreat, a lock spring 45h for urging each lock pin 45g radially outward of the outer cylinder 45e, and an outer cylinder 45e And a lost motion spring 45i that is urged in a direction to project the pivot mechanism 45c.
  • the lock pin 45g is disposed at the lower end of the pivot mechanism 45c.
  • the lock pin 45g is operated by hydraulic pressure to switch the valve stop mechanism 45d between a locked state where the pivot mechanism 45c is fixed so as not to be displaced and an unlocked state where the pivot mechanism 45c is slidable in the axial direction.
  • FIG. 3A shows the locked state.
  • the pivot mechanism 45c protrudes from the outer cylinder 45e with a relatively large protruding amount, and the movement of the outer cylinder 45e in the axial direction is restricted by fitting the lock pin 45g into the through hole 45f. Yes.
  • the top of the pivot mechanism 45c is in contact with one end of the intake swing arm 43 or the exhaust swing arm 44, and functions as a fulcrum of the swing.
  • the high function HLA 45a is substantially the same as the standard HLA 45b, 46b, and the corresponding intake valve 13 or exhaust valve 14 operates as usual.
  • the pivot mechanism 45c Since the pivot mechanism 45c is biased by the lost motion spring 45i, the pivot mechanism 45c protrudes from the outer cylinder 45e with a relatively large projecting amount.
  • the biasing force of the lost motion spring 45i is the valve springs 15, 16 Is set smaller than the urging force for urging the intake valve 13 and the exhaust valve 14 in the closing direction. Therefore, in the unlocked state, when the cam followers 43a and 44a are respectively pushed by the intake cam portion 41a or the exhaust cam portion 42a, the intake swing arm 43 or the exhaust swing arm 44 supports the top of the intake valve 13 or the exhaust valve 14.
  • the pivot mechanism 45c is displaced to the outside of the outer cylinder 45e against the urging force of the lost motion spring 45i as indicated by the white arrow in FIG.
  • the valve stop mechanism 45d when the valve stop mechanism 45d is in the unlocked state, the high function HLA 45a does not function as an HLA, and the corresponding intake valve 13 or exhaust valve 14 stops its operation. As a result, the cylinders provided with the intake valve 13 and the exhaust valve 14 cannot be operated and are in a cylinder deactivation state, and the above-described reduced cylinder operation is performed. During the reduced cylinder operation, the valve stop mechanism 45d is maintained in the unlocked state.
  • a cam cap 47 is attached to the top of the cylinder head 1. By the cylinder head 1 and the cam cap 47, each of the intake cam shaft 41 and the exhaust cam shaft 42 is rotatably supported.
  • An intake side oil shower 48 is provided above the intake cam shaft 41, while an exhaust side oil shower 49 is provided above the exhaust cam shaft 42.
  • the oil is dripped at portions where the intake cam portion 41 a and the exhaust cam portion 42 a come into contact with the cam followers 43 a and 44 a of the intake swing arm 43 and the exhaust swing arm 44.
  • VVT Variable valve timing mechanism
  • the engine body 100 is provided with a variable valve timing mechanism (hereinafter referred to as “VVT”) that changes the valve characteristics (specifically, opening / closing timing) of the intake valve 13 and the exhaust valve 14.
  • VVT variable valve timing mechanism
  • the intake side VVT 17 is electrically driven
  • the exhaust side VVT 18 is hydraulically driven.
  • FIG. 4 shows the exhaust side VVT 18.
  • the exhaust side VVT 18 includes a substantially annular housing 18a and a rotor 18b accommodated inside the housing 18a.
  • the housing 18a is integrated with a cam pulley 18c that rotates in conjunction with the crankshaft 26.
  • the rotor 18b is integrated with an exhaust camshaft 42 that opens and closes the exhaust valve 14.
  • a plurality of vane bodies 18d projecting radially are formed on the outer periphery of the rotor 18b.
  • a plurality of spaces for accommodating the vane bodies 18d are formed inside the housing 18a, and these spaces are partitioned by the vane bodies 18d, whereby the retarding working chamber 18e and the advance working chamber 18f are formed in the housing 18a. Are formed inside.
  • the rotor 18b rotates in the same direction with respect to the rotation direction of the housing 18a. That is, the exhaust cam shaft 42 rotates in the same direction with respect to the cam pulley 18c, and the phase angle of the exhaust cam shaft 42 with respect to the crankshaft changes in the advance direction. As a result, the opening timing of the exhaust valve 14 is advanced.
  • valve opening period of the intake valve 13 and the valve opening period of the exhaust valve 14 overlap by changing the valve opening timing of the exhaust valve 14 or the intake valve 13 by the exhaust side VVT 18 or the intake side VVT 17.
  • the amount can be increased or decreased, and the fuel efficiency can be improved by increasing the internal EGR amount or reducing the pumping loss.
  • the control for changing the valve opening timing by the exhaust side VVT 18 and the intake side VVT 17 is executed in both the all cylinder operation and the reduced cylinder operation.
  • the intake side VVT 17 and the exhaust side VVT 18 together with the throttle valve 204 described above constitutes a “filling amount adjusting device” for adjusting the intake amount (intake filling amount) supplied to each cylinder.
  • the filling efficiency of each cylinder can be controlled via the filling amount adjusting device. In the following description, controlling the charging efficiency is equivalent to controlling the intake charge amount.
  • FIG. 5 shows a hydraulic control system of the engine E.
  • the hydraulic control system supplies oil with a predetermined hydraulic pressure to the lubrication parts of the engine E such as the HLA 45, 46 and the exhaust side VVT 18 attached to the engine E (equipment operated by hydraulic pressure) and the bearing portion. It is a supply system.
  • the hydraulic control system includes these hydraulic actuators, an oil pump 81, a hydraulic path, and the like.
  • the oil pump 81 is a so-called variable displacement oil pump, and the flow rate (oil discharge amount) of oil discharged from the oil pump 81 per unit time can be adjusted by changing the capacity.
  • the oil pump 81 is attached to the lower surface of the lower block 22 and is driven by the crankshaft 26.
  • the oil pump 81 supplies oil to each hydraulic actuator via a hydraulic path when driven.
  • the oil pump 81 accommodates a drive shaft 81a, a rotor 81b connected to the drive shaft 81a, a plurality of vanes 81c provided so as to advance and retreat in the radial direction from the rotor 81b, and the rotor 81b and the vanes 81c.
  • a cam ring 81d configured to adjust the amount of eccentricity with respect to the rotation center of the rotor 81b, a spring 81e for urging the cam ring 81d in a direction in which the amount of eccentricity with respect to the rotation center of the rotor 81b increases, and an inner side of the rotor 81b.
  • the ring member 81f is disposed, and the housing 81g accommodates the rotor 81b, the vane 81c, the cam ring 81d, the spring 81e, and the ring member 81f.
  • one end of the drive shaft 81a protrudes outward from the housing 81g.
  • a driven sprocket is connected to the one end, and a timing chain wound around the drive sprocket of the crankshaft 26 is wound around the driven sprocket.
  • the rotor 81b is rotationally driven by the crankshaft 26.
  • each vane 81c slides on the inner peripheral surface of the cam ring 81d.
  • a plurality of (seven in the example shown in FIG. 5) pump chambers 81i defined by the rotor 81b, the two adjacent vanes 81c, the cam ring 81d, and the housing 81g move in the sliding direction of the vanes 81c. .
  • the housing 81g is formed with a suction port 81j for sucking oil into the pump chamber 81i and a discharge port 81k for discharging oil from the pump chamber 81i.
  • An oil strainer 81l (immersed in oil stored in the oil pan 3) is connected to the suction port 81j. When the rotor 81b is driven to rotate, the oil stored in the oil pan 3 passes through the oil strainer 81l. The air is sucked from the suction port 81j into the pump chamber 81i (specifically, one pump chamber 81i located on the side closer to the suction port 81j among the plurality of pump chambers 81i).
  • a hydraulic path is connected to the discharge port 81k, and the oil sucked from the suction port 81j is discharged from the discharge port 81k when the pump chamber 81i that sucked the oil moves to the side close to the discharge port 81k. Discharged into the hydraulic path.
  • the cam ring 81d is supported by the housing 81g so as to swing around a predetermined fulcrum.
  • the spring 81e biases the cam ring 81d in one of the swing directions.
  • a pressure chamber 81m to which oil is supplied is defined between the cam ring 81d and the housing 81g, and the oil pressure of the oil in the pressure chamber 81m acts on the cam ring 81d. This hydraulic pressure biases the cam ring 81d to the other side in the swinging direction.
  • the cam ring 81d swings according to the balance between the biasing force of the spring 81e and the hydraulic pressure of the pressure chamber 81m, and the amount of eccentricity of the cam ring 81d with respect to the rotation center of the rotor 81b is determined.
  • the capacity of the oil pump 81 changes and the oil discharge amount changes.
  • the capacity of the pump chamber 81i located on the side close to the outlet 81k is the smallest. In this case, the oil discharge pressure is minimized, and as a result, the oil discharge amount is also minimized.
  • the discharge port with respect to the capacity of the pump chamber 81i located on the side close to the suction port 81j is the largest. In this case, the oil discharge pressure is maximized, and the oil discharge amount is also maximized.
  • the hydraulic path is formed by a hydraulic pipe or a flow path drilled in the cylinder block 2 or the like.
  • the hydraulic path is a main gallery 50 (see also FIG. 2) that extends in the cylinder row direction in the cylinder block 2, a control pressure path 54 that branches from the main gallery 50, and an oil pump 81 that connects the main gallery 50.
  • the second communication path 52 extending from the main gallery 50 to the cylinder head 1
  • the third communication path 53 extending in the substantially horizontal direction between the intake side and the exhaust side in the cylinder head 1
  • the first to fifth oil supply passages 55 to 59 are branched.
  • the first communication path 51 is connected to the discharge port 81k of the oil pump 81 and the intermediate part of the main gallery 50.
  • an oil filter 82 and an oil cooler 83 are provided in order from the oil pump 81 side.
  • the oil discharged from the oil pump 81 to the first communication passage 51 is filtered by the oil filter 82.
  • the filtered oil flows into the intermediate part of the main gallery 50 after the oil temperature is adjusted by the oil cooler 83.
  • the main gallery 50 is connected with oil jets 71 that inject oil to the back side of the four pistons 24 at intervals in the cylinder row direction (see also FIG. 2).
  • the oil jet 71 has a check valve and a nozzle, and when a hydraulic pressure exceeding a predetermined value is applied, the check valve is opened to inject oil from the nozzle.
  • the cooling of each piston 24 can be promoted by the oil jetted from the oil jet 71.
  • branch paths for supplying oil to the five bearing portions 29 that support the crankshaft 26 and the bearing portions 72 of the four connecting rods 25 are also connected to the main gallery 50 at intervals in the cylinder row direction. ing.
  • One end side of the main gallery 50 is a terminal end connected to one branch path, and the other end side of the main gallery 50 is connected to a control pressure path 54, a second communication path 52, and a hydraulic chain tensioner (not shown).
  • a branch path having an oil supply part 73 for supplying oil and an oil jet 74 for injecting oil to the timing chain is connected.
  • the oil is always supplied to the main gallery 50.
  • a hydraulic pressure sensor 50a that detects the oil pressure of the oil in the main gallery 50 is installed. Based on the detected value of the hydraulic sensor 50a, the hydraulic pressure of the hydraulic path is controlled (details will be described later).
  • the control pressure path 54 is connected to the pressure chamber 81 m of the oil pump 81.
  • the control pressure path 54 is provided with an oil supply unit 73, an oil filter 54a, and an oil control valve (discharge amount adjusting device) 84.
  • the oil filtered through the oil pressure filter 54 a through the control pressure path 54 is adjusted by the oil control valve 84 and then flows into the pressure chamber 81 m of the oil pump 81.
  • the oil control valve 84 adjusts the pressure in the pressure chamber 81m, and thus the eccentric amount of the cam ring 81d. As described above, when the eccentric amount of the cam ring 81d is adjusted, the oil discharge amount of the oil pump 81 increases or decreases. That is, the oil control valve 84 is equivalent to adjusting the oil discharge amount of the oil pump 81.
  • the oil control valve 84 is a linear solenoid valve.
  • the smaller the duty ratio the smaller the amount of oil supplied to the pressure chamber 81m. Therefore, the oil discharge amount (pump flow rate) increases as the duty ratio decreases. When the duty ratio is zero, the oil discharge amount is the maximum amount.
  • the oil pressure of oil discharged from the oil pump 81 to the hydraulic path can be adjusted via the oil control valve 84.
  • the oil control valve 84 constitutes an “oil supply device” together with the oil pump 81 described above.
  • the oil supply device discharges oil to a hydraulic path connected to the valve stop mechanisms 45d and 46d and adjusts the oil pressure of the oil.
  • the second communication path 52 communicates with the third communication path 53, and the oil in the main gallery 50 flows into the third communication path 53 through the second communication path 52.
  • the oil that has flowed into the third communication path 53 passes through the third communication path 53, the first oil supply path 55 located on the intake side of the cylinder head 1, and the second oil supply path 56 and the third oil supply located on the exhaust side.
  • the oil is distributed to the path 57 and the fourth oil supply path 58 and the fifth oil supply path 59 located in the vicinity of the specific cylinder.
  • the oil supply portions 91 and 92 of the intake-side camshaft 41, the pivot mechanism 45c of the high-function HLA 45a, the standard HLA 45b, the intake-side oil shower 48, and the intake-side VVT 17 slide.
  • the oil supply part 93 of the part is connected.
  • the oil supply portions 94 and 95 of the exhaust-side camshaft 42, the pivot mechanism 46c of the high-function HLA 46a, the standard HLA 46b, and the exhaust-side oil shower 49 are connected to the second oil supply passage 56.
  • An exhaust side VVT 18 (specifically, a retarded working chamber 18e and an advanced working chamber 18f) and an exhaust camshaft are connected to the third oil supply passage 57 via an oil filter 57a and a first direction switching valve 96.
  • the amount of oil supplied to the retarded working chamber 18e and the advanced working chamber 18f can be adjusted by opening and closing the first direction switching valve 96, to which the oil supply section 94 of 42 is connected. . That is, the operation of the exhaust side VVT 18 is controlled by the first direction switching valve 96.
  • the fourth oil supply path 58 is connected to the valve stop mechanisms 45d and 46d of the high-performance HLA 45a and 46a of the first cylinder via the oil filter 58a and the second direction switching valve 97.
  • the amount of oil supplied to the first cylinder valve stop mechanisms 45 d and 46 d is adjusted by the second direction switching valve 97. That is, the operation of the valve stop mechanisms 45d and 46d of the first cylinder is controlled by the second direction switching valve 97.
  • the second direction switching valve 97 exemplifies a “control valve” for supplying oil from the hydraulic path to the valve stop mechanisms 45d and 46d.
  • the fifth oil supply passage 59 is connected to the valve stop mechanisms 45d and 46d of the high function HLA 45a and 46a of the fourth cylinder via the oil filter 59a and the third direction switching valve 98.
  • the amount of oil supplied to the valve stop mechanisms 45d and 46d of the fourth cylinder is adjusted by the third direction switching valve 98. That is, the operation of the valve stop mechanisms 45d and 46d of the fourth cylinder is controlled by the third direction switching valve 98.
  • the third direction switching valve 98 also illustrates a “control valve”.
  • the oil supplied to each part of the engine E is cooled and lubricated, dropped into the oil pan 3 through a drain oil passage (not shown), and sucked again by the oil pump 81.
  • the hydraulic control system supplies oil with a predetermined hydraulic pressure to the hydraulic actuator and the circulating portion of the engine E while circulating the oil.
  • FIG. 6 illustrates the configuration of the control device for the engine E.
  • the control device includes a controller 60 for operating the engine E.
  • the controller 60 is a PCM (Powertrain Control Module) based on a well-known microcomputer.
  • the controller 60 has hardware such as a processor and a memory, and software such as a control program and control data, and comprehensively controls not only the hydraulic control system but also the entire engine. As shown in FIGS. 5 and 6, various sensors 50 a and 61 to 67 are connected to the controller 60. The sensors 50a and 61 to 67 output signals indicating the respective detection results to the controller 60.
  • a crank angle sensor 61 that detects the rotation angle of the crankshaft 26, an airflow sensor 62 that detects the flow rate of air taken in by the engine E, and an oil that detects the temperature of oil flowing through the hydraulic path.
  • a signal is input to the controller 60 from the sensor 66 and an accelerator opening sensor 67 that detects a depression operation amount (accelerator opening) of an accelerator pedal (not shown).
  • the controller 60 acquires the engine rotation speed based on the signal from the crank angle sensor 61, acquires the engine load based on the signal from the air flow sensor 62, and based on the signal from the cam angle sensor 64, the intake side VVT 17 and The operating angle of the exhaust side VVT 18 is acquired.
  • the controller 60 determines the operating state of the engine E based on these, and calculates the control amount of each actuator based on the determined operating state. Then, the controller 60 generates a control signal corresponding to the calculated control amount, and outputs the control signal to the injector 4, the spark plug 5, the throttle valve 204, the intake side VVT 17, and the oil control that constitutes the hydraulic control system. Output to actuators such as the valve 84, the first direction switching valve 96, the second direction switching valve 97, and the third direction switching valve 98. The controller 60 controls the operation of the engine E through these actuators.
  • the controller 60 changes the opening degree of the throttle valve 204 so as to realize the detection result of the accelerator opening degree sensor 67, that is, the required torque set according to the accelerator opening degree.
  • the controller 60 grasps the operating state of the engine E based on the detection result of each sensor, and sets a required torque corresponding to the operating state. Then, the controller 60 obtains the required filling efficiency, which is a charging efficiency necessary for realizing the required torque, and the air amount (required air amount) in the intake passage 200 necessary for realizing the required charging efficiency. Ask for. The required air amount is calculated based on the required charging efficiency and the operating state of the engine E.
  • the controller 60 sets the target value of the air flow rate that passes through the throttle valve 204 based on the required air amount, the current air amount in the intake passage 200, and the air flow rate that is drawn into the cylinder from the intake passage 200. And the opening degree of the throttle valve 204 is adjusted so as to realize the target value.
  • the controller 60 determines the amount of fuel to be supplied to each cylinder based on the above-described required charging efficiency.
  • the controller 60 controls the spark plug 5 so as to ignite the fuel / air mixture supplied to each cylinder at a predetermined ignition timing.
  • the controller 60 stores in advance a map corresponding to the engine rotational speed and the engine load, and the controller 60 determines an ignition timing corresponding to the engine rotational speed and the engine load from the map. The ignition timing is corrected based on the detection result of the intake pressure sensor 66 and the like.
  • ⁇ Ignition timing is set to a timing shifted by 180 ° CA between cylinders.
  • ignition is performed in the order of the first cylinder ⁇ the third cylinder ⁇ the fourth cylinder ⁇ the second cylinder.
  • the controller 60 adjusts the discharge amount (oil discharge amount) of the oil pump 81 by outputting a control signal to the oil control valve 84.
  • the controller 60 controls the oil pressure supplied to each hydraulic actuator such as the valve stop mechanisms 45d and 46d by adjusting the oil discharge amount via the control signal.
  • the controller 60 generates and outputs a control signal such that the hydraulic pressure detected by the hydraulic pressure sensor 50a becomes a hydraulic pressure (target hydraulic pressure) set according to the operating state of the engine E, and outputs an oil control valve.
  • the oil discharge amount of the oil pump 81 is adjusted through opening adjustment of 84.
  • feedback control such hydraulic control is referred to as “feedback control”.
  • the feedback control for example, by setting the hydraulic pressure (transient hydraulic pressure) necessary for the operation of the valve stop mechanisms 45d and 46d (pressing of the lock pin 45g) as the target hydraulic pressure, it is possible to ensure the transient hydraulic pressure.
  • the controller 60 acquires the transient hydraulic pressure required for the operation of the valve stop mechanisms 45d and 46d by referring to the corresponding map. This map is stored in the memory in advance. Then, the controller 60 sets the transient hydraulic pressure as the target hydraulic pressure.
  • the controller 60 calculates the corrected target oil pressure by increasing the target oil pressure based on the oil pressure reduction allowance when the oil flows from the oil pump 81 to the position of the oil pressure sensor 50a.
  • the oil pressure reduction allowance is stored in advance in the memory.
  • the controller 60 converts the corrected target hydraulic pressure into the flow rate (oil discharge amount) of the oil pump 81, and acquires the target flow rate (target discharge amount).
  • the controller 60 corrects the target flow rate based on the consumption flow rate of each hydraulic actuator. Specifically, the controller 60 converts a predicted operation amount of the valve stop mechanisms 45d and 46d when the valve stop mechanisms 45d and 46d are operated into a flow rate, and a flow rate (consumption) consumed when the valve stop mechanisms 45d and 46d are operated. Flow rate).
  • the controller 60 corrects the target flow rate based on the hydraulic feedback amount.
  • the oil pressure (actual oil pressure) detected by the oil pressure sensor 50a follows the change in the target oil pressure with a delay due to the response delay of the oil pump 81.
  • Such a change in the actual oil pressure due to a response delay of the oil pressure can be predicted in advance by experiments or the like, and the oil pressure predicted in this manner (predicted oil pressure) is stored in the memory.
  • the controller 60 obtains a value (hydraulic feedback amount) corresponding to the deviation between the predicted oil pressure and the actual oil pressure, and corrects the target flow rate using the oil pressure feedback amount. Thereby, the actual hydraulic pressure can be smoothly matched with the target hydraulic pressure.
  • the controller 60 sets the target duty ratio by comparing the corrected target flow rate (corrected target flow rate) and the rotational speed of the engine E with the duty ratio map, and the control signal is subjected to oil control. Transmit to valve 84. Thereby, the oil pump 81 discharges oil by a predetermined amount, and the hydraulic pressure in the hydraulic path (particularly the main gallery 50) is adjusted so as to become the target hydraulic pressure.
  • all cylinder operation and reduced cylinder operation can be switched according to the water temperature. For example, when the engine E runs at a predetermined rotational speed and a predetermined load, the engine E warms up and the water temperature rises, when the water temperature is lower than the predetermined temperature, the all-cylinder operation is executed, and the water temperature is predetermined. When the temperature is higher than the temperature, the reduced cylinder operation is executed.
  • the controller 60 determines that, for example, the operating state of the engine E has reached the reduced cylinder operation region A1 during the all cylinder operation, the controller 60 sets the reduced cylinder flag and starts from the all cylinder operation. Transition to reduced cylinder operation (details will be described later).
  • the number of operating cylinders decreases, so in order to output the same torque as during all cylinder operation, the output torque per cylinder must be greater than during all cylinder operation. There is. Therefore, since it is required to increase the amount of fuel per cylinder during the reduced-cylinder operation, the amount of gas supplied to each cylinder (intake charge amount) is also determined in consideration of the air-fuel ratio of the air-fuel mixture. It is required to increase the amount in the same way as In the case of the engine E, it is required to increase the fuel amount and the intake charge amount by a factor of two, because only half of all the cylinders are stopped during the reduced cylinder operation.
  • the switching to the reduced cylinder operation is realized by the operation of the valve stop mechanisms 45d and 46d. It is required to ensure a high transient oil pressure. As with the intake charge amount, there is a delay in the change in the oil pressure, so that it is difficult to immediately operate the valve stop mechanisms 45d and 46d immediately after the reduced cylinder flag is established.
  • the controller 60 increases the intake charge amount and raises the hydraulic pressure as preparation control for the reduced cylinder operation.
  • the controller 60 increases the intake charge amount per cylinder with respect to the steady state of all-cylinder operation, and increases the oil pressure of the oil flowing through the hydraulic path to the transient oil pressure by the above-described feedback control.
  • the controller 60 opens both the second directional switching valve 97 and the third directional switching valve 98 to supply the oil adjusted to the transient hydraulic pressure to the valve stop mechanisms 45d and 46d. As a result, the valve stop mechanisms 45d and 46d are operated.
  • the discharge amount per unit time of the oil pump 81 decreases, so the rise of the hydraulic pressure becomes slower as the rotation speed becomes lower.
  • the reduced-cylinder operation is generally performed in the operation region on the low rotation side. Therefore, when the transition from all-cylinder operation to reduced-cylinder operation is performed, the intake charge amount is increased. The time required to secure the transient oil pressure tends to be longer than the required time.
  • the controller 60 continues the all-cylinder operation while increasing the intake charge amount until the transient oil pressure is secured.
  • the ignition timing is used to suppress the occurrence of torque shock as long as all cylinder operation continues. There is no choice but to continue the retard. As a result, the retard period becomes longer due to the delay in securing the transient oil pressure. This is not preferable in that the fuel consumption performance is deteriorated. In order to shorten the retard period, it is required to start the reduced cylinder operation as soon as possible after the increase of the intake charge amount is completed.
  • the start of the hydraulic pressure is started prior to the increase of the intake charge amount, and the increase of the intake charge amount is started when the hydraulic pressure rises to a predetermined determination value. I made it.
  • the controller 60 outputs a control signal to the oil control valve 84 when operating the valve stop mechanisms 45d and 46d, thereby starting feedback control with the transient oil pressure as the target oil pressure. Thereafter, the controller 60 controls the intake side VVT 17, the exhaust side VVT 18, the throttle valve 204, and the like when the actual oil pressure detected by the oil pressure sensor 50 a rises to a predetermined determination value set to be equal to or lower than the transient oil pressure. By outputting a signal, the intake charge amount is increased. As a result, the intake charge amount is increased when all cylinders are in a steady state, in particular, compared to the time when the start-up of hydraulic pressure is started.
  • the increase in the intake charge amount is delayed with respect to the start-up of the hydraulic pressure.
  • the timing at which the hydraulic pressure is secured can be advanced with respect to the timing at which the increase in the intake charge amount is completed. Therefore, even if there is a variation in the start-up of the hydraulic pressure, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed.
  • the timing for starting to increase the intake charge amount can be changed as appropriate through a change in the determination value setting.
  • the magnitude of the determination value is equal to the transient oil pressure. That is, in the present embodiment, the intake charge amount starts to be increased on the condition that the transient oil pressure is secured.
  • FIG. 8 illustrates a control mode of the controller 60. As shown in this figure, the controller 60 switches between a 4-cylinder mode, a 4 ⁇ 2 cylinder transition mode, a 2-cylinder mode, and a 2 ⁇ 4 cylinder transition mode.
  • the reserve phase in which the above-described preparation control is executed and the valve stop mechanisms 45d and 46d and the like are operated while continuing the all-cylinder operation.
  • the switching phase for completing the transition to the cylinder operation is sequentially performed.
  • the reserve phase includes a hydraulic reserve phase for raising the hydraulic pressure and an air reserve phase for increasing the intake charge amount.
  • the hydraulic reserve phase is an example of “first step”
  • the air reserve phase is an example of “second step”
  • the switching phase is an example of “third step”.
  • FIG. 9 illustrates a flowchart showing processing related to switching between all-cylinder operation and reduced-cylinder operation
  • FIG. 10 illustrates a time chart when shifting from all-cylinder operation to reduced-cylinder operation.
  • the controller 60 starts the control shown in FIG. When the engine E is started, the controller 60 starts all-cylinder operation in the 4-cylinder mode (step S1).
  • the controller 60 monitors the operating state of the engine E. Specifically, the controller 60 grasps the current operating state based on the detection result of each sensor, and compares the operating state with the map shown in FIG. It is determined whether to perform (flag ON) or not (flag OFF) (step S2). If the reduced cylinder flag is not established (step S2: NO), the controller 60 returns to step S1. That is, as long as the reduced cylinder flag is not established, the controller 60 continues the 4-cylinder mode.
  • step S2 when the reduced cylinder flag is established in step S2, the controller 60 changes from the 4-cylinder mode to the 4 ⁇ 2-cylinder transition mode in order to shift from the full cylinder operation to the reduced cylinder operation as shown at time t1 in FIG. Switch. Specifically, when the controller 60 is switched to the 4 ⁇ 2 cylinder transition mode, the hydraulic reserve phase is started (step S3).
  • step S 3 the controller 60 sets the target hydraulic pressure to a transient hydraulic pressure and outputs a control signal to the oil control valve 84. Thereby, the feedback control of the hydraulic pressure is started, and the oil flowing through the hydraulic pressure path is pressurized. During the hydraulic reserve phase, all cylinder operation is continued as shown in fuel injection (# 1, # 4) in FIG.
  • the controller 60 determines whether or not the reduced cylinder flag is still established based on the operating state of the engine E (step S4). If the reduced cylinder flag is not established (step S4: NO), for example, if the operating state of the engine E deviates from the reduced cylinder operating region A1 in FIG. Return to step S1. In this case, the transition to the reduced cylinder operation is stopped and the steady operation in the four cylinder mode is resumed. On the other hand, when the reduced cylinder flag is established (step S4: YES), the process proceeds to step S5, and the actual hydraulic pressure is compared with the determination value. The determination value is set in advance and stored in the controller 60. As described above, in this engine E, the determination value is equal to the transient oil pressure.
  • step S5 the controller 60 determines whether or not the actual hydraulic pressure (see the solid line at the bottom of FIG. 10) is equal to or greater than the determination value (see the broken line at the bottom of FIG. 10). If this determination is NO (step S5: NO), the controller 60 returns to step S3, and continues to start up the hydraulic pressure while monitoring the operating state of the engine E. On the other hand, when the actual oil pressure is equal to or higher than the determination value, that is, when the start-up of the oil pressure is completed as shown at time t2 in FIG. 10, the controller 60 shifts from the oil pressure reserve phase to the air reserve phase (step S6). .
  • the controller 60 increases the amount of air-fuel mixture generated in each cylinder when shifting from the 4-cylinder mode to the 2-cylinder mode. In order to increase the amount of the air-fuel mixture, it is required to increase the intake charge amount and the fuel amount in accordance with the required torque of the engine E and the air-fuel ratio. The increase of the intake charge amount is performed via the charging efficiency.
  • step S6 the controller 60 sets the required charging efficiency (see the broken lines in the second to third stages from the top in FIG. 10) to twice the steady state of all cylinder operation, and the intake air corresponding to the setting.
  • the target value of the opening / closing timing of the valve 13 and the exhaust valve 14 is determined.
  • the controller 60 outputs a control signal to the intake side VVT 17 and the exhaust side VVT 18 so as to realize the target value.
  • the deviation between the actual charging efficiency (actual charging efficiency) realized through the control of the intake side VVT 17 and the exhaust side VVT 18 and the required charging efficiency is eliminated via the throttle valve 204. .
  • the throttle valve 204 configured as an electric throttle is more responsive than the intake side VVT 17 and the exhaust side VVT 18. Therefore, first, a target value serving as a base is given to the intake side VVT 17 and the exhaust side VVT 18, and the deviation between the required efficiency realized when the target value is input and the required charging efficiency is determined by the air flow sensor 62. This is eliminated by adjusting the opening degree of the throttle valve 204 based on the detection result. Thereby, the required filling efficiency can be realized with high accuracy. Note that, during the air reserve phase, all-cylinder operation is continued as in the hydraulic reserve phase.
  • the controller 60 increases the amount of fuel supplied to each cylinder as the intake charge amount increases.
  • the target value of the fuel amount is determined based on the required torque of the engine E, and the target value per cylinder is set to twice that in the steady state of all cylinder operation.
  • the controller 60 increases the hydraulic pressure by the oil control valve 84 in a steady state of all cylinder operation so that the output torque per cylinder decreases in the air reserve phase.
  • the ignition timing is retarded in comparison with the starting time).
  • the controller 60 sets an ignition timing (for example, timing after MBT) such that the output torque of the engine E as a whole is kept substantially constant even if the all-cylinder operation is continued while increasing the intake charge amount.
  • the control signal corresponding to the ignition timing is output to the spark plug 5.
  • step S7 determines whether or not the reduced cylinder flag is still established based on the operating state of the engine E. If the reduced cylinder flag is not satisfied (step S7: NO), for example, if the operating state of the engine E deviates from the reduced cylinder operating region A1 in FIG. 7 after shifting to the air reserve phase, the controller 60 Return to step S1. In this case, the transition to the reduced cylinder operation is stopped and the steady operation in the four cylinder mode is resumed. On the other hand, if the reduced cylinder flag is established (step S7: YES), the process proceeds to step S8, where the actual charging efficiency (actual charging efficiency) estimated from the operating state of the engine E is compared with the required charging efficiency. I do.
  • step S7 YES
  • step S8 the controller 60 determines whether or not the actual filling efficiency is equal to or higher than the required filling efficiency.
  • the actual filling efficiency is obtained on the basis of the detection result of the air flow sensor 62 and a predefined map or the like. If this determination is NO (step S8: NO), the controller 60 returns to step S6 and continues increasing the intake charge amount while monitoring the operating state of the engine E.
  • step S9 when the actual charging efficiency is equal to or higher than the required charging efficiency, that is, when the increase of the intake charging amount is completed, the controller 60 starts from the air reserve phase in the 4 ⁇ 2-cylinder transition mode. The process proceeds to the switching phase in the same mode (step S9).
  • step S9 the controller 60 opens the second direction switching valve 97 and the third direction switching valve 98 to supply oil pressurized to the transient hydraulic pressure to the valve stop mechanisms 45d and 46d.
  • the valve stop mechanisms 45d and 46d are operated by receiving hydraulic pressure, so that the locked state is changed to the unlocked state, and the operations of the first cylinder and the fourth cylinder are stopped.
  • the controller 60 stops the operation of the injector 4 and the spark plug 5 in the first cylinder and the fourth cylinder in parallel with the opening of the second direction switching valve 97 and the third direction switching valve 98. On the other hand, the controller 60 continues the operation of the injector 4 and the spark plug 5 in the second cylinder and the third cylinder. In the second cylinder and the third cylinder, the spark plug 5 cancels the retard of the ignition timing (specifically, the ignition timing is the same as that in the steady state of all cylinder operation).
  • the controller 60 shifts the engine E from the full cylinder operation to the reduced cylinder operation.
  • the controller 60 switches from the 4 ⁇ 2 cylinder transition mode to the 2 cylinder mode and starts the reduced cylinder operation in the 2 cylinder mode ( Step S10).
  • the controller 60 monitors the operating state of the engine E. Specifically, the controller 60 grasps the current operating state based on the detection result of each sensor, and compares the operating state with the map shown in FIG. It is determined whether or not established (step S11). If the reduced cylinder flag is established (step S11: YES), the controller 60 returns to step S10. That is, as long as the reduced cylinder flag is established, the controller 60 continues the two-cylinder mode.
  • the required oil pressure (also referred to as maintenance oil pressure) of the valve stop mechanisms 45 and 46d is set to a value that is larger than the steady state of all cylinder operation and smaller than the transient oil pressure. As shown in FIG. 10, the oil pressure of the oil flowing through the oil pressure path is adjusted to the maintenance oil pressure.
  • step S11 when the reduced cylinder flag is not satisfied in step S11, the controller 60 shifts from the 2-cylinder mode to the 2 ⁇ 4 cylinder in order to return from the reduced cylinder operation to the all cylinder operation.
  • the mode is switched (step S12).
  • the controller 60 restarts the operation of the injector 4 and the spark plug 5 in the first cylinder and the fourth cylinder, or operates the VVTs 17 and 18 to move to the all cylinder operation. Preparations for returning are made, and the valve stop mechanisms 45d and 46d are returned from the unlocked state to the locked state, thereby restarting the operation of the first cylinder and the fourth cylinder as shown at time t6 in FIG.
  • the controller 60 returns the engine E from the reduced cylinder operation to the all cylinder operation.
  • the controller 60 returns from the 2 ⁇ 4 cylinder transition mode to the 4 cylinder mode (step S1) and restarts the all cylinder operation in the 4 cylinder mode.
  • the determination value that defines the timing for starting to increase the intake charge amount is set to the same value as the transient oil pressure.
  • one hydraulic reserve phase for securing the transient hydraulic pressure and one air reserve phase for increasing the intake charge amount are provided one by one. Can be done in order. Since the transient hydraulic pressure can be ensured before the increase of the intake charge amount is completed, as soon as the increase of the intake charge amount is completed, the reduced cylinder operation can be started without continuing the all cylinder operation. It becomes possible. Therefore, it is advantageous in stabilizing the transition from the full cylinder operation to the reduced cylinder operation and suppressing the deterioration of the fuel consumption performance.
  • the configuration in which the determination value that defines the timing for starting the increase of the intake charge amount is set equal to the transient hydraulic pressure is exemplified, but the configuration is not limited thereto.
  • the determination value may be a value equal to or less than the transient oil pressure.
  • a value obtained by multiplying the transient oil pressure by a predetermined ratio for example, about 0.8 to 0.9 may be used as the determination value.
  • Engine body 200 Intake passage 204 Throttle valve (filling amount adjusting device) 4 Injector 5 Spark plug 13 Intake valve 14 Exhaust valve 17 Intake side VVT (filling amount adjusting device) 18 Exhaust side VVT 45d Valve stop mechanism 46d Valve stop mechanism 50a Hydraulic sensor 60 Controller 81 Oil pump (oil supply device) 84 Oil control valve (oil supply device) 97 Second direction switching valve (control valve) 98 Third direction switching valve (control valve) E engine

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  • General Engineering & Computer Science (AREA)
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  • Combustion & Propulsion (AREA)
  • Signal Processing (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
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  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

In the present invention, a controller (60) boosts the actual oil pressure to a transient oil pressure (working oil pressure) and then supplies the oil, which has been adjusted to the transient oil pressure (working oil pressure), to valve stop mechanisms (45d, 46d), thereby activating the valve stop mechanisms (45d, 46d). In addition, when activating the valve stop mechanisms (45d, 46d), the controller (60) causes an intake air filling amount to start to increase when the actual oil pressure has risen to a predefined determination value which is set to be lower than or equal to the transient oil pressure (working oil pressure).

Description

エンジンの制御装置及び制御方法Engine control apparatus and control method
　ここに開示する技術は、エンジンの制御装置及び制御方法に関する。 The technology disclosed herein relates to an engine control device and a control method.
　例えば、特許文献１には、全ての気筒を稼働させる全気筒運転と、一部の気筒を休止させる減気筒運転との間で切り換わるよう構成されたエンジンが開示されている。このエンジンは、油圧を受けて作動する弁停止機構を備えており、この弁停止機構に対して加圧されたオイルを供給することにより、全気筒運転から減気筒運転に切り換わるようになっている。 For example, Patent Document 1 discloses an engine configured to switch between an all-cylinder operation in which all cylinders are operated and a reduced cylinder operation in which some cylinders are deactivated. This engine is provided with a valve stop mechanism that operates by receiving hydraulic pressure. By supplying pressurized oil to the valve stop mechanism, the engine is switched from all-cylinder operation to reduced-cylinder operation. Yes.
　また、前記特許文献１に開示されたエンジンは、弁停止機構を作動させるときに、予め、各気筒へ供給する吸気の量（吸気充填量）を、通常の全気筒運転時よりも増量させるようになっている。こうすることで、減気筒運転を開始したときに、混合気の空燃比を一定に保ちつつ、一気筒あたりの燃料量を増量することができる。これにより、全気筒運転から減気筒運転へ移行する前後で出力トルクを一定に保つことが可能になる。 Further, the engine disclosed in Patent Document 1 is configured to increase the amount of intake air (intake charging amount) supplied to each cylinder in advance when operating the valve stop mechanism, compared to that during normal all-cylinder operation. It has become. Thus, when the reduced cylinder operation is started, the amount of fuel per cylinder can be increased while keeping the air-fuel ratio of the air-fuel mixture constant. As a result, the output torque can be kept constant before and after the transition from the full cylinder operation to the reduced cylinder operation.
　しかし、このように構成した場合、吸気充填量の増量が完了するまでは、減気筒運転ではなく全気筒運転が継続することになる。吸気充填量が徐々に増量していく一方で、全ての気筒を稼働させることになるから、出力トルクが一時的に高くなる可能性がある。このことは、トルクショックの発生を抑制する上で好ましくない。 However, in such a configuration, the entire cylinder operation is continued instead of the reduced cylinder operation until the increase of the intake charge amount is completed. While the intake charge amount gradually increases, all the cylinders are operated, so there is a possibility that the output torque temporarily increases. This is not preferable for suppressing the occurrence of torque shock.
　そこで、前記特許文献１に開示されたエンジンでは、吸気充填量の増量を開始してから、それが完了するまでの期間にわたって、点火タイミングを一時的にリタードさせるようになっている。こうすることで、吸気充填量を増量させながら全気筒運転を行ったとしても、エンジン全体の出力トルクを略一定に保つことができる。 Therefore, in the engine disclosed in Patent Document 1, the ignition timing is temporarily retarded over a period from the start of the increase of the intake charge amount to the completion thereof. By doing so, the output torque of the entire engine can be kept substantially constant even when the full cylinder operation is performed while increasing the intake charge amount.
特開２０１６－５０５１０号公報Japanese Unexamined Patent Publication No. 2016-50510
　前述のように、減気筒運転への切替は、弁停止機構の作動によって実現されるところ、それを作動させるためには、例えば、減気筒運転の維持に必要となる油圧（維持油圧）よりも高い油圧（過渡油圧、作動油圧ともいう）が要求されることが知られている。 As described above, the switching to the reduced cylinder operation is realized by the operation of the valve stop mechanism. In order to operate it, for example, the hydraulic pressure (maintenance hydraulic pressure) required for maintaining the reduced cylinder operation is increased. It is known that high oil pressure (also called transient oil pressure or working oil pressure) is required.
　そこで、弁停止機構にオイルを供給する前に、予め、そのオイルの油圧を過渡油圧まで高めておくことが考えられる。従来、全気筒運転から減気筒運転への移行時には、オイルの加圧と、前記特許文献１に記載されたような吸気充填量の増量とを同時に開始して、双方が完了した後に、弁停止機構へオイルを供給するように制御するのが通例であった。 Therefore, before supplying oil to the valve stop mechanism, it is conceivable to increase the oil pressure to the transient oil pressure in advance. Conventionally, at the time of transition from full cylinder operation to reduced cylinder operation, the pressurization of oil and the increase of the intake charge amount as described in Patent Document 1 are started at the same time, and after both are completed, the valve is stopped. It was customary to control the mechanism to supply oil.
　しかし、一般に、吸気等のガスの増量に要する時間と比較して、油圧の立ち上げに要する時間にはバラツキがある。前記のように制御した場合、そうしたバラツキに起因して、エンジンの燃費性能が悪化し得るということに、本願発明者等は気付いた。 However, in general, there is a variation in the time required to start up the hydraulic pressure compared to the time required to increase the amount of gas such as intake air. The inventors of the present application have noticed that the fuel efficiency performance of the engine may be deteriorated due to such variations when controlled as described above.
　例えば、油圧の立ち上げに遅れが生じた場合、前述の過渡油圧が確保される前に、吸気充填量の増量が完了する可能性がある。この場合、弁停止機構を作動させることが出来ない以上、過渡油圧が確保されるまで、吸気充填量を増量させたままの状態で、全気筒運転が継続することになる。 For example, if there is a delay in the start-up of the hydraulic pressure, there is a possibility that the increase of the intake charge amount is completed before the above-described transient hydraulic pressure is secured. In this case, as long as the valve stop mechanism cannot be operated, the all-cylinder operation continues with the intake charge amount increased until the transient hydraulic pressure is secured.
　ここで、前記特許文献１に記載されたように、トルクショックの発生を抑制するべく、吸気充填量の増量と並行して、点火タイミングをリタードさせることが考えられる。通常、点火タイミングをリタードさせると、エンジンの燃焼効率が低下してしまう。そのため、燃費性能を確保するためには、リタード期間を可及的に短くすることが求められる。 Here, as described in Patent Document 1, it is conceivable to retard the ignition timing in parallel with the increase in the intake charge amount in order to suppress the occurrence of torque shock. Usually, when the ignition timing is retarded, the combustion efficiency of the engine is lowered. Therefore, in order to ensure fuel consumption performance, it is required to shorten the retard period as much as possible.
　ところが、前記のように、過渡油圧が確保される前に、吸気充填量の増量が完了してしまうと、全気筒運転が継続している以上、トルクショックの発生を抑制するには、点火タイミングのリタードも継続せざるを得ない。そうすると、過渡油圧の確保に遅れが生じた分、リタード期間が長くなってしまう。このことは、燃費性能の悪化を招くという点で好ましくない。 However, as described above, if the increase in the intake charge amount is completed before the transient hydraulic pressure is secured, the ignition timing is used to suppress the occurrence of torque shock as long as all cylinder operation continues. There is no choice but to continue the retard. As a result, the retard period becomes longer due to the delay in securing the transient oil pressure. This is not preferable in that the fuel consumption performance is deteriorated.
　ここに開示する技術は、かかる点に鑑みてなされたものであり、その目的とするところは、油圧式の弁停止機構を備えたエンジンの制御装置において、全気筒運転から減気筒運転への移行時に、燃費性能の悪化を抑制することにある。 The technology disclosed herein has been made in view of the above points, and an object of the technology is to shift from full-cylinder operation to reduced-cylinder operation in an engine control device having a hydraulic valve stop mechanism. Sometimes it is to suppress the deterioration of fuel efficiency.
　ここに開示する技術は、複数の気筒を有しかつ、該複数の気筒を全て稼働させる全気筒運転と、前記複数の気筒のうちの一部を休止させる減気筒運転との間で切り換わるよう構成されたエンジンの制御装置であって、所定の作動油圧まで加圧されたオイルが供給されたときに、前記エンジンを前記全気筒運転から前記減気筒運転へ切り換えるよう作動する弁停止機構と、前記弁停止機構に接続された油圧経路へオイルを吐出すると共に、該オイルの油圧を調整するように構成されたオイル供給装置と、前記油圧経路から前記弁停止機構へオイルを供給する制御弁と、前記複数の気筒それぞれに供給されるガスの量を示す吸気充填量を調整する充填量調整装置と、前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに接続されかつ、前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに制御信号を出力することによって、前記エンジンを運転するよう構成されたコントローラと、前記コントローラに接続されかつ、前記油圧経路を流れるオイルの油圧を検出すると共に、該検出結果を示す信号を前記コントローラへ出力する油圧センサと、を備える。 The technology disclosed herein switches between an all-cylinder operation having a plurality of cylinders and operating all of the plurality of cylinders, and a reduced cylinder operation in which some of the plurality of cylinders are deactivated. A configured engine control device, wherein when the oil pressurized to a predetermined operating oil pressure is supplied, a valve stop mechanism that operates to switch the engine from the full cylinder operation to the reduced cylinder operation; An oil supply device configured to discharge oil to a hydraulic path connected to the valve stop mechanism and adjust a hydraulic pressure of the oil; and a control valve for supplying oil from the hydraulic path to the valve stop mechanism; A filling amount adjusting device that adjusts an intake filling amount that indicates an amount of gas supplied to each of the plurality of cylinders, and an oil supply device, the control valve, and the filling amount adjusting device. And a controller configured to operate the engine by outputting a control signal to each of the oil supply device, the control valve, and the filling amount adjusting device; and connected to the controller; and And a hydraulic pressure sensor that detects a hydraulic pressure of the oil flowing through the hydraulic pressure path and outputs a signal indicating the detection result to the controller.
　前記コントローラは、前記油圧センサにより検出される油圧を前記作動油圧まで上昇させるよう、前記オイル供給装置に制御信号を出力した後に、該作動油圧に調整されたオイルを前記弁停止機構に供給するよう、前記制御弁に制御信号を出力することによって前記弁停止機構を作動させる。 The controller outputs a control signal to the oil supply device so as to increase the oil pressure detected by the oil pressure sensor to the operating oil pressure, and then supplies the oil adjusted to the operating oil pressure to the valve stop mechanism. The valve stop mechanism is activated by outputting a control signal to the control valve.
　そして、前記コントローラはまた、前記弁停止機構を作動させるとき、前記オイル供給装置へ制御信号を出力した後、前記油圧センサにより検出される油圧が、前記作動油圧以下に設定された所定の判定値まで上昇したときに、該油圧の立ち上げを開始した時点と比較して前記吸気充填量を増量させるよう、前記充填量調整装置に対して制御信号を出力する。 The controller also outputs a control signal to the oil supply device when operating the valve stop mechanism, and then the hydraulic pressure detected by the hydraulic sensor is a predetermined determination value set to be equal to or lower than the operating hydraulic pressure. A control signal is output to the filling amount adjusting device so that the intake filling amount is increased as compared with the time when the hydraulic pressure is started to rise.
　すなわち、この制御装置は、油圧を受けて作動する弁停止機構を備えており、この弁停止機構を作動させることで、エンジンを全気筒運転から減気筒運転へ移行させる場合がある。その場合、弁停止機構に対し、所定の作動油圧まで加圧されたオイルを供給することが求められるため、予め、オイル供給装置を介して油圧を高めておくことが要求される。 That is, this control device includes a valve stop mechanism that operates by receiving hydraulic pressure, and the engine may be shifted from the full cylinder operation to the reduced cylinder operation by operating the valve stop mechanism. In that case, since it is required to supply the pressurized oil up to a predetermined operating oil pressure to the valve stop mechanism, it is required to increase the oil pressure in advance through the oil supply device.
　また、減気筒運転へ移行する前後で出力トルクを一定に保つべく、弁停止機構にオイルを供給する前に、充填量調整装置を介して吸気充填量を高めておくことも要求される。 Also, in order to keep the output torque constant before and after shifting to the reduced cylinder operation, it is also required to increase the intake charge amount via the charge amount adjusting device before supplying oil to the valve stop mechanism.
　このように、弁停止機構を作動させるときには、オイルの加圧と、吸気充填量の増量とを行うことが求められる。しかし、吸気等のガスの増量に要する時間と比較して、油圧の立ち上げに要する時間にはバラツキがある。そうしたバラツキに起因して、エンジンの燃費性能が悪化するおそれがある。 Thus, when operating the valve stop mechanism, it is required to pressurize the oil and increase the intake charge amount. However, the time required for starting up the hydraulic pressure varies as compared with the time required for increasing the amount of gas such as intake air. Due to such variations, the fuel efficiency of the engine may be deteriorated.
　例えば、オイル供給装置として、一般的なオイルポンプを用いた場合、低回転域では、オイルポンプの単位時間あたりの吐出量が低下することから、低回転になるほど油圧の上昇は遅くなる。一方、減気筒運転は、概ね、低回転側の運転領域で行われるようになっているため、全気筒運転から減気筒運転への移行時には、吸気充填量の増量に要する時間に対して、作動油圧を確保するのに要する時間が長くなる傾向にある。そのため、従来のように、オイルの加圧と吸気充填量の増量とを同時に開始した場合、前述の作動油圧が確保される前に、吸気充填量の増量が完了する可能性がある。この場合、弁停止機構を作動させることが出来ない以上、作動油圧が確保されるまで、吸気充填量を増量させたままの状態で、全気筒運転が継続することになる。 For example, when a general oil pump is used as the oil supply device, the discharge rate per unit time of the oil pump decreases in the low rotation range, so the increase in hydraulic pressure becomes slower as the rotation speed decreases. On the other hand, since the reduced cylinder operation is generally performed in the operation region on the low rotation side, the operation is performed for the time required to increase the intake charge amount when shifting from the full cylinder operation to the reduced cylinder operation. The time required to secure the hydraulic pressure tends to be longer. Therefore, when the pressurization of the oil and the increase of the intake charge amount are started at the same time as in the prior art, the increase of the intake charge amount may be completed before the aforementioned hydraulic pressure is secured. In this case, as long as the valve stop mechanism cannot be operated, the all-cylinder operation continues with the intake charge amount increased until the hydraulic pressure is secured.
　ここで、前記特許文献１に記載されたように、吸気充填量を増量しながら全気筒運転を継続したときに、トルクショックが発生しないようにするべく、吸気充填量の増量と並行して、点火タイミングをリタードさせることが考えられる。通常、点火タイミングをリタードさせると、エンジンの燃焼効率が低下してしまう。燃費性能を確保するためには、リタード期間を可及的に短くすることが求められる。 Here, as described in Patent Document 1, in order to prevent torque shock from occurring when all cylinder operation is continued while increasing the intake charge amount, in parallel with increasing the intake charge amount, It is conceivable to retard the ignition timing. Usually, when the ignition timing is retarded, the combustion efficiency of the engine is lowered. In order to ensure fuel efficiency, it is necessary to shorten the retard period as much as possible.
　ところが、前記のように、作動油圧が確保される前に、吸気充填量の増量が完了してしまうと、全気筒運転が継続している以上、トルクショックの発生を抑制するには、点火タイミングのリタードも継続せざるを得ない。そうすると、作動油圧の確保に遅れが生じた分、リタード期間が長くなってしまう。このことは、燃費性能の悪化を招くという点で好ましくない。リタード時間を短くするためには、吸気充填量の増量が完了され次第、可及的速やかに減気筒運転を開始することが求められる。 However, as described above, if the increase of the intake charge amount is completed before the working hydraulic pressure is secured, the ignition timing is used to suppress the occurrence of torque shock as long as all cylinder operation continues. There is no choice but to continue the retard. As a result, the retard period becomes longer due to the delay in securing the hydraulic pressure. This is not preferable in that the fuel consumption performance is deteriorated. In order to shorten the retard time, it is required to start the reduced cylinder operation as soon as possible after the increase of the intake charge amount is completed.
　一方、この制御装置では、油圧が所定の判定値まで上昇した後に、吸気充填量の増量を開始する。判定値の設定に応じて、吸気充填量の増量を開始するタイミングを遅らせることができる。そのことで、吸気充填量の増量が完了するタイミングに対し、作動油圧が確保されるタイミングを早めることができる。よって、油圧の立ち上げにバラツキが生じたとしても、吸気充填量の増量が完了され次第、可及的速やかに減気筒運転を開始することができる。これにより、全気筒運転から減気筒運転への移行時に、燃費性能の悪化を抑制することができる。 On the other hand, in this control device, after the hydraulic pressure has increased to a predetermined determination value, the intake charge amount starts to increase. The timing for starting to increase the intake charge amount can be delayed according to the setting of the determination value. As a result, the timing at which the hydraulic pressure is secured can be advanced with respect to the timing at which the increase in the intake charge amount is completed. Therefore, even if there is a variation in the start-up of the hydraulic pressure, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed. As a result, it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
　また、前記コントローラは、前記弁停止機構を作動させるとき、前記油圧センサにより検出される油圧が前記作動油圧まで上昇したときに、前記充填量調整装置に対して制御信号を出力する、としてもよい。 The controller may output a control signal to the filling amount adjusting device when the valve stop mechanism is operated and the hydraulic pressure detected by the hydraulic pressure sensor is increased to the operating hydraulic pressure. .
　この構成によると、吸気充填量の増量が完了する前に、作動油圧を確実に確保することができるから、吸気充填量の増量が完了され次第、全気筒運転を継続することなく、減気筒運転を開始することが可能になる。よって、全気筒運転から減気筒運転への移行時に、燃費性能の悪化を抑制する上で有利になる。 According to this configuration, the operating hydraulic pressure can be reliably ensured before the increase of the intake charge amount is completed, so that the reduced cylinder operation is not performed without continuing the all cylinder operation as soon as the increase of the intake charge amount is completed. It becomes possible to start. Therefore, it is advantageous in suppressing deterioration of fuel consumption performance when shifting from full cylinder operation to reduced cylinder operation.
　また、この場合、作動油圧の確保と、吸気充填量の増量とを１つずつ確実に完了させていくことになるため、双方を同時に開始する場合と比較して、全気筒運転から減気筒運転への移行を安定して行うことができる。 Further, in this case, since the securing of the working hydraulic pressure and the increase of the intake charge amount are surely completed one by one, the cylinder reduction operation is reduced from the full cylinder operation compared to the case where both are started simultaneously. The transition to can be performed stably.
　また、前記オイル供給装置は、可変容量型のオイルポンプと、前記コントローラに接続されかつ、該コントローラの制御信号を受けて前記オイルポンプのオイル吐出量を調整することにより、該オイルの油圧を制御するよう構成されたオイル制御弁と、を有する、としてもよい。 The oil supply device is connected to the variable displacement oil pump and the controller, and controls the oil pressure by adjusting the oil discharge amount of the oil pump in response to the control signal of the controller. And an oil control valve configured to be configured.
　この構成によると、オイル制御弁を介してオイル吐出量を調整することで、作動油圧を確保するときに、適切な制御を実現することが可能になる。 According to this configuration, by controlling the oil discharge amount via the oil control valve, it is possible to realize appropriate control when securing the hydraulic pressure.
　また、前記コントローラに接続されかつ、該コントローラの制御信号を受けて、前記気筒内の混合気に対して所定の点火タイミングで点火をするように構成された点火プラグを備え、前記コントローラは、前記弁停止機構を作動させるとき、前記オイル供給装置による油圧の立ち上げを開始した時点と比較して前記点火タイミングをリタードさせることにより、一気筒あたりの出力トルクが減少するように、前記点火プラグに対して制御信号を出力する、としてもよい。 And a spark plug connected to the controller and configured to ignite the air-fuel mixture in the cylinder at a predetermined ignition timing in response to a control signal from the controller. When operating the valve stop mechanism, the ignition plug is connected to the spark plug so that the output torque per cylinder is reduced by retarding the ignition timing compared to the time when the oil supply device starts to raise the hydraulic pressure. In contrast, a control signal may be output.
　ここで、油圧の立ち上げを開始した時点における点火タイミングには、例えば、エンジンが最大トルクを発生するタイミング（Minimum spark advance for Best Torque：ＭＢＴ）が含まれる。コントローラは、例えばＭＢＴよりも点火タイミングをリタードさせることで、一気筒あたりの出力を減少させることができる。 Here, the ignition timing at the time of starting the hydraulic pressure includes, for example, the timing at which the engine generates the maximum torque (Minimum spark spark advance for Torque: MBT). For example, the controller can reduce the output per cylinder by retarding the ignition timing rather than MBT.
　吸気充填量の増量を開始すると、混合気の空燃比を一定に保ちつつ、一気筒あたりの燃料量を増量することが可能になる。これにより、全気筒運転から減気筒運転へ移行する前後で、出力トルクを一定に保つことが可能になる。しかし、吸気充填量の増量が完了するまでは、減気筒運転ではなく全気筒運転が継続することになる。混合気が徐々に増量していく一方で、全ての気筒を稼働させることになるから、出力トルクが一時的に高くなる可能性がある。このことは、トルクショックの発生を抑制する上で好ましくない。 When starting to increase the intake charge amount, it becomes possible to increase the fuel amount per cylinder while keeping the air-fuel ratio of the air-fuel mixture constant. As a result, the output torque can be kept constant before and after the transition from the full cylinder operation to the reduced cylinder operation. However, until the increase of the intake charge amount is completed, the full cylinder operation is continued instead of the reduced cylinder operation. While the air-fuel mixture gradually increases, all the cylinders are operated, so the output torque may be temporarily increased. This is not preferable for suppressing the occurrence of torque shock.
　それに対し、この制御装置では、減気筒運転への移行時に、混合気の点火タイミングを一時的にリタードさせるようになっている。点火タイミングをリタードさせた分、一気筒あたりの出力トルクを低下させることができる。これにより、吸気充填量の増量と、トルクショックの抑制を両立することができる。 In contrast, in this control device, the ignition timing of the air-fuel mixture is temporarily retarded when shifting to the reduced cylinder operation. Since the ignition timing is retarded, the output torque per cylinder can be reduced. Thereby, it is possible to achieve both an increase in the intake charge amount and a suppression of torque shock.
　また、前記充填量調整装置は、前記複数の気筒の各々に設けられ、各気筒の吸気弁及び排気弁の開閉タイミングを変更する可変バルブタイミング機構と、前記複数の気筒に接続された吸気通路に設けられ、該吸気通路を通過するガスの流量を調整するスロットル弁と、を有する、としてもよい。 The filling amount adjusting device is provided in each of the plurality of cylinders, and includes a variable valve timing mechanism that changes opening / closing timings of the intake valve and the exhaust valve of each cylinder, and an intake passage connected to the plurality of cylinders. And a throttle valve that adjusts the flow rate of gas passing through the intake passage.
　この構成によると、可変バルブタイミング機構とスロットル弁を用いた構成とすることで、吸気充填量を増量するときに、エンジンの運転状態に応じた適切な制御を実現することができる。 According to this configuration, by using a variable valve timing mechanism and a throttle valve, it is possible to realize appropriate control according to the operating state of the engine when the intake charge amount is increased.
　ここに開示する別の技術は、複数の気筒を有しかつ、該複数の気筒を全て稼働させる全気筒運転と、前記複数の気筒のうちの一部を休止させる減気筒運転との間で切り換わるよう構成されたエンジンの制御方法であって、前記エンジンの制御装置は、所定の作動油圧まで加圧されたオイルが供給されたときに、前記エンジンを前記全気筒運転から前記減気筒運転へ切り換えるよう作動する弁停止機構と、前記弁停止機構に接続された油圧経路へオイルを吐出すると共に、該オイルの油圧を調整するように構成されたオイル供給装置と、前記油圧経路から前記弁停止機構へオイルを供給する制御弁と、前記複数の気筒それぞれに供給されるガスの量を示す吸気充填量を調整する充填量調整装置と、前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに接続されかつ、前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに制御信号を出力することによって、前記エンジンを運転するよう構成されたコントローラと、前記コントローラに接続されかつ、前記油圧経路を流れるオイルの油圧を検出すると共に、該検出結果を示す信号を前記コントローラへ出力する油圧センサと、を備える。 Another technique disclosed herein includes switching between an all-cylinder operation having a plurality of cylinders and operating all of the plurality of cylinders, and a reduced cylinder operation in which some of the plurality of cylinders are deactivated. An engine control method configured to change, wherein the engine control device changes the engine from the full-cylinder operation to the reduced-cylinder operation when oil pressurized to a predetermined hydraulic pressure is supplied. A valve stop mechanism that operates to switch, an oil supply device configured to discharge oil to a hydraulic path connected to the valve stop mechanism and adjust a hydraulic pressure of the oil, and to stop the valve from the hydraulic path A control valve that supplies oil to the mechanism, a filling amount adjustment device that adjusts an intake filling amount that indicates the amount of gas supplied to each of the plurality of cylinders, the oil supply device, the control valve, and the front A controller connected to each of the filling amount adjustment devices and configured to operate the engine by outputting a control signal to each of the oil supply device, the control valve, and the filling amount adjustment device; A hydraulic sensor connected to the controller and detecting a hydraulic pressure of oil flowing through the hydraulic path and outputting a signal indicating the detection result to the controller.
　そして、前記弁停止機構を作動させるとき、前記油圧経路を流れるオイルを、前記作動油圧に向けて加圧する第１工程と、前記第１工程を開始した後、前記油圧センサにより検出される油圧が、前記作動油圧以下に設定された所定の判定値まで上昇したときに、該油圧の立ち上げを開始した時点と比較して前記吸気充填量を増量させる第２工程と、前記第１工程、及び前記第２工程が両方とも完了した後に、前記作動油圧に調整されたオイルを前記弁停止機構に供給する第３工程と、を実行する。 And when operating the said valve stop mechanism, after starting the said 1st process and pressurizing the oil which flows through the said hydraulic path toward the said operating hydraulic pressure, the hydraulic pressure detected by the said hydraulic sensor is started. A second step of increasing the intake charge amount when the pressure rises to a predetermined judgment value set to be equal to or lower than the working oil pressure, compared to the time when the hydraulic pressure starts to be raised, the first step, and After both of the second steps are completed, a third step of supplying oil adjusted to the hydraulic pressure to the valve stop mechanism is performed.
　この制御方法では、油圧が所定の判定値まで上昇した後に、吸気充填量の増量を開始する。判定値の設定に応じて、吸気充填量の増量を開始するタイミングを遅らせることができる。そのことで、吸気充填量の増量が完了するタイミングに対し、作動油圧が確保されるタイミングを早めることができる。よって、油圧の立ち上げにバラツキが生じたとしても、吸気充填量の増量が完了され次第、可及的速やかに減気筒運転を開始することができる。これにより、全気筒運転から減気筒運転への移行時に、燃費性能の悪化を抑制することができる。 In this control method, after the hydraulic pressure has increased to a predetermined judgment value, the intake charge amount is increased. The timing for starting to increase the intake charge amount can be delayed according to the setting of the determination value. As a result, the timing at which the hydraulic pressure is secured can be advanced with respect to the timing at which the increase in the intake charge amount is completed. Therefore, even if there is a variation in the start-up of the hydraulic pressure, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed. As a result, it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
　以上説明したように、前記エンジンの制御装置及び制御方法によれば、全気筒運転から減気筒運転への移行時に、燃費性能の悪化を抑制することができる。 As described above, according to the control device and control method for the engine, it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
図１は、エンジンの概略構成を例示する図である。FIG. 1 is a diagram illustrating a schematic configuration of an engine. 図２は、エンジン本体の構成を例示する断面図である。FIG. 2 is a cross-sectional view illustrating the configuration of the engine body. 図３は、弁停止機構の構成及び作動を説明する図であり、（Ａ）はロック状態を、（Ｂ）はロック解除状態を、（Ｃ）は弁の作動が停止している状態を示す。3A and 3B are diagrams for explaining the configuration and operation of the valve stop mechanism, where FIG. 3A shows a locked state, FIG. 3B shows an unlocked state, and FIG. 3C shows a state where the valve operation is stopped. . 図４は、可変バルブタイミング機構の構成を例示する断面図である。FIG. 4 is a cross-sectional view illustrating the configuration of the variable valve timing mechanism. 図５は、油圧制御システムの構成を例示する図である。FIG. 5 is a diagram illustrating the configuration of the hydraulic control system. 図６は、エンジンの制御装置の構成を例示するブロック図である。FIG. 6 is a block diagram illustrating the configuration of the engine control device. 図７は、減気筒運転領域を示す図である。FIG. 7 is a diagram showing a reduced cylinder operation region. 図８は、コントローラの制御態様を例示する概略図である。FIG. 8 is a schematic view illustrating the control mode of the controller. 図９は、全気筒運転と減気筒運転との切替に関する処理を示すフローチャートである。FIG. 9 is a flowchart showing processing related to switching between all-cylinder operation and reduced-cylinder operation. 図１０は、全気筒運転から減気筒運転へ移行するときのタイムチャートである。FIG. 10 is a time chart when shifting from the all cylinder operation to the reduced cylinder operation.
　以下、例示的な実施形態を図面に基づいて詳細に説明する。 Hereinafter, exemplary embodiments will be described in detail with reference to the drawings.
　＜エンジン＞
　図１に、エンジンの概略構成を示す。このエンジンＥは、自動車に搭載される直列４気筒エンジンである。すなわち、このエンジンＥは、直列に並んだ４つの気筒を有するエンジン本体１００と、エンジン本体１００にガスを導入するための吸気通路２００と、エンジン本体１００から排気ガスを導出するための排気通路３００とを備えている。以下、４つの気筒を、気筒列方向の端から順に、「第１気筒（＃１）」、「第２気筒（＃２）」、「第３気筒（＃３）」、及び「第４気筒（＃４）」という場合がある。エンジンＥは、燃料消費の低減等のために、これら全部の気筒を稼働させる運転（全気筒運転）と、半分の気筒等、一部の気筒を休止させる運転（減気筒運転）とに、エンジンＥの運転状態に応じて切り換わるよう構成されている。 <Engine>
FIG. 1 shows a schematic configuration of the engine. This engine E is an in-line four-cylinder engine mounted on an automobile. That is, the engine E includes an engine main body 100 having four cylinders arranged in series, an intake passage 200 for introducing gas into the engine main body 100, and an exhaust passage 300 for extracting exhaust gas from the engine main body 100. And. Hereinafter, four cylinders are arranged in order from the end in the cylinder row direction, “first cylinder (# 1)”, “second cylinder (# 2)”, “third cylinder (# 3)”, and “fourth cylinder”. (# 4) ". In order to reduce fuel consumption, the engine E is operated in an operation for operating all the cylinders (all-cylinder operation) and an operation for stopping some cylinders such as half of the cylinders (reduced cylinder operation). It is comprised so that it may switch according to the driving | running state of E.
　図２に、エンジン本体１００の概略断面図を示す。エンジン本体１００は、シリンダヘッド１と、シリンダヘッド１の下側に取り付けられるシリンダブロック２と、シリンダブロック２の下側に取り付けられるオイルパン３とを備えている。シリンダブロック２は、アッパブロック２１と、ロアブロック２２とを有している。ロアブロック２２は、アッパブロック２１の下面に取り付けられており、オイルパン３は、ロアブロック２２の下面に取り付けられている。 FIG. 2 shows a schematic cross-sectional view of the engine body 100. The engine main body 100 includes a cylinder head 1, a cylinder block 2 attached to the lower side of the cylinder head 1, and an oil pan 3 attached to the lower side of the cylinder block 2. The cylinder block 2 has an upper block 21 and a lower block 22. The lower block 22 is attached to the lower surface of the upper block 21, and the oil pan 3 is attached to the lower surface of the lower block 22.
　アッパブロック２１には、各気筒を構成する４つの円筒状のシリンダボア２３が上下方向に延びるように形成されている（図２には１つのシリンダボア２３だけを表示）。これらシリンダボア２３の上部の開口を塞ぐように、アッパブロック２１の上にシリンダヘッド１が組み付けられている。シリンダボア２３の内部には、ピストン２４が上下方向にスライド自在に設置されている。ピストン２４は、コネクティングロッド２５を介して下方に位置するクランク軸２６に連結されている。エンジン本体１００の内部には、シリンダボア２３の内周壁と、ピストン２４の上面と、シリンダボア２３に臨むシリンダヘッド１の下壁とにより、燃焼室２７が区画されている。 The upper block 21 is formed with four cylindrical cylinder bores 23 constituting each cylinder so as to extend in the vertical direction (only one cylinder bore 23 is shown in FIG. 2). The cylinder head 1 is assembled on the upper block 21 so as to close the upper openings of the cylinder bores 23. A piston 24 is installed inside the cylinder bore 23 so as to be slidable in the vertical direction. The piston 24 is connected to a crankshaft 26 positioned below via a connecting rod 25. Inside the engine body 100, a combustion chamber 27 is defined by an inner peripheral wall of the cylinder bore 23, an upper surface of the piston 24, and a lower wall of the cylinder head 1 facing the cylinder bore 23.
　図１に戻ると、シリンダヘッド１には、各気筒の燃焼室２７内に向けて燃料（例えば、ガソリンを主成分とするもの）を噴射するインジェクタ４と、インジェクタ４から噴射された燃料と空気との混合気に対して、所定の点火タイミングで点火をするように構成された点火プラグ５とが設けられている。 Returning to FIG. 1, the cylinder head 1 has an injector 4 that injects fuel (for example, gasoline-based one) into the combustion chamber 27 of each cylinder, and fuel and air injected from the injector 4. And a spark plug 5 configured to ignite the air-fuel mixture with a predetermined ignition timing.
　シリンダヘッド１には、燃焼室２７の上部に開口を有する吸気ポート１１と排気ポート１２とが設けられている。吸気ポート１１は、各気筒の燃焼室２７を吸気通路２００に連通させており、排気ポート１２は、各気筒の燃焼室２７を排気通路３００に連通させている。 The cylinder head 1 is provided with an intake port 11 and an exhaust port 12 having an opening at the top of the combustion chamber 27. The intake port 11 communicates the combustion chamber 27 of each cylinder with the intake passage 200, and the exhaust port 12 communicates the combustion chamber 27 of each cylinder with the exhaust passage 300.
　吸気通路２００は、各気筒の吸気ポート１１と連通する４本の独立吸気通路２０１と、各独立吸気通路２０１の上流端部（吸気の流れ方向上流側の端部）に共通に接続されたサージタンク２０２と、サージタンク２０２から上流側に延びる１本の吸気管２０３とを有している。そして、吸気管２０３の途中部には、いわゆるエレキスロットルとして構成されたスロットル弁２０４が設けられている。スロットル弁２０４の開度を変更することにより、吸気管２０３を通過するガスの流量を調整することができる。 The intake passage 200 is commonly connected to four independent intake passages 201 communicating with the intake port 11 of each cylinder and an upstream end portion (end portion on the upstream side in the intake air flow direction) of each independent intake passage 201. A tank 202 and a single intake pipe 203 extending upstream from the surge tank 202 are provided. A throttle valve 204 configured as a so-called electric throttle is provided in the middle of the intake pipe 203. By changing the opening of the throttle valve 204, the flow rate of the gas passing through the intake pipe 203 can be adjusted.
　排気通路３００は、各気筒の排気ポート１２と連通する４本の独立排気通路３０１と、各独立排気通路３０１の下流端部（排気ガスの流れ方向下流側の端部）が集合した集合部３０２と、集合部３０２から下流側に延びる１本の排気管３０３とを有している。 The exhaust passage 300 includes four independent exhaust passages 301 communicating with the exhaust ports 12 of the respective cylinders, and a collective portion 302 in which the downstream end portions (end portions on the downstream side in the exhaust gas flow direction) of the individual exhaust passages 301 are gathered. And one exhaust pipe 303 extending downstream from the gathering portion 302.
　また、図２に示すように、吸気ポート１１には、吸気ポート１１の開口を開閉する吸気弁１３が設けられ、排気ポート１２には、排気ポート１２の開口を開閉する排気弁１４が設けられている。吸気弁１３及び排気弁１４の各々は、吸気カム軸４１に設けられた吸気カム部４１ａと、排気カム軸４２に設けられた排気カム部４２ａとによって駆動される。 As shown in FIG. 2, the intake port 11 is provided with an intake valve 13 that opens and closes the opening of the intake port 11, and the exhaust port 12 is provided with an exhaust valve 14 that opens and closes the opening of the exhaust port 12. ing. Each of the intake valve 13 and the exhaust valve 14 is driven by an intake cam portion 41 a provided on the intake cam shaft 41 and an exhaust cam portion 42 a provided on the exhaust cam shaft 42.
　詳しくは、吸気弁１３及び排気弁１４は、バルブスプリング１５，１６により、開口を閉じる方向（図２では上方向）に付勢されている。吸気弁１３と吸気カム部４１ａ、及び排気弁１４と排気カム部４２ａの各々の間には、それぞれ、カムフォロア４３ａ，４４ａを略中央部に有する、吸気スイングアーム４３及び排気スイングアーム４４が介設されている。 Specifically, the intake valve 13 and the exhaust valve 14 are urged by valve springs 15 and 16 in the direction of closing the opening (upward in FIG. 2). Between the intake valve 13 and the intake cam portion 41a, and between the exhaust valve 14 and the exhaust cam portion 42a, an intake swing arm 43 and an exhaust swing arm 44 having cam followers 43a and 44a, respectively, in the substantially central portion are provided. Has been.
　これら吸気スイングアーム４３及び排気スイングアーム４４の一端部は、それぞれ油圧ラッシュアジャスタ（Hydraulic Lash Adjuster：ＨＬＡ）４５，４６に支持されている。カムフォロア４３ａ，４４ａが、吸気カム部４１ａ又は排気カム部４２ａに押されることにより、吸気スイングアーム４３又は排気スイングアーム４４は、そのＨＬＡ４５，４６に支持された一端部を支点として揺動する。そうして揺動する吸気スイングアーム４３又は排気スイングアーム４４の他端部の各々が、吸気弁１３又は排気弁１４をバルブスプリング１５，１６の付勢力に抗して押し下げ、吸気弁１３又は排気弁１４は、開口を開く方向（図２では下方向）に移動する。ＨＬＡ４５，４６は、油圧により、バルブクリアランスがゼロになるように自動的に調整している。 One end portions of the intake swing arm 43 and the exhaust swing arm 44 are supported by hydraulic lash adjusters (HLA) 45 and 46, respectively. When the cam followers 43a, 44a are pushed by the intake cam portion 41a or the exhaust cam portion 42a, the intake swing arm 43 or the exhaust swing arm 44 swings with one end portion supported by the HLA 45, 46 as a fulcrum. Each of the other ends of the swinging intake swing arm 43 or the exhaust swing arm 44 thus swinging pushes down the intake valve 13 or the exhaust valve 14 against the urging force of the valve springs 15, 16. The valve 14 moves in a direction to open the opening (downward in FIG. 2). The HLA 45 and 46 are automatically adjusted so that the valve clearance becomes zero by hydraulic pressure.
　第１気筒と第４気筒に設けられたＨＬＡ４５，４６には、それぞれ吸気弁１３及び排気弁１４の動作を停止させる弁停止機構４５ｄ，４６ｄが備えられている（詳細は後述）。一方、第２気筒と第３気筒に設けられたＨＬＡ４５，４６には、弁停止機構４５ｄ，４６ｄは備えられていない。以下、前者を高機能ＨＬＡ４５ａ，４６ａと称し、後者を標準ＨＬＡ４５ｂ，４６ｂと称する場合がある。 The HLA 45 and 46 provided in the first cylinder and the fourth cylinder are provided with valve stop mechanisms 45d and 46d for stopping the operations of the intake valve 13 and the exhaust valve 14, respectively (details will be described later). On the other hand, the valve stop mechanisms 45d and 46d are not provided in the HLA 45 and 46 provided in the second cylinder and the third cylinder. Hereinafter, the former may be referred to as high-performance HLA 45a and 46a, and the latter may be referred to as standard HLA 45b and 46b.
　全気筒運転と減気筒運転との切り替えは、高機能ＨＬＡ４５ａ，４６ａの作動によって行われる（詳細は後述）。すなわち、所定の過渡油圧（作動油圧）まで加圧されたオイルが、高機能ＨＬＡ４５ａ，４６ａに連通する給油路（シリンダヘッド１に形成）を介して供給されることにより、高機能ＨＬＡ４５ａ，４６ａが油圧制御され、全気筒運転から減気筒運転への切り替えが行われる。 Switching between full cylinder operation and reduced cylinder operation is performed by the operation of the high function HLA 45a, 46a (details will be described later). That is, the oil pressurized to a predetermined transient oil pressure (working oil pressure) is supplied through an oil supply passage (formed in the cylinder head 1) communicating with the high function HLA 45a, 46a, whereby the high function HLA 45a, 46a is provided. Hydraulic control is performed, and switching from all cylinder operation to reduced cylinder operation is performed.
　＜弁停止機構＞
　図３（Ａ）～図３（Ｃ）に、高機能ＨＬＡ４５ａを示す。なお、高機能ＨＬＡ４５ａの構造は、弁停止機構４５ｄの有無を除けば、実質的に標準ＨＬＡ４５ｂ，４６ｂと同じであるため、以下では、高機能ＨＬＡ４５ａを例に説明する。 <Valve stop mechanism>
FIG. 3A to FIG. 3C show a high function HLA 45a. The structure of the high-function HLA 45a is substantially the same as the standard HLA 45b and 46b except for the presence or absence of the valve stop mechanism 45d. Therefore, the high-function HLA 45a will be described below as an example.
　高機能ＨＬＡ４５ａは、ピボット機構４５ｃと、弁停止機構４５ｄとを有している。ピボット機構４５ｃは、周知のＨＬＡのピボット機構であり、油圧によってバルブクリアランスを自動的にゼロに調整するように構成されている。弁停止機構４５ｄは、対応する吸気弁１３又は排気弁１４の作動及び作動停止を切り替える機構である。 The high function HLA 45a includes a pivot mechanism 45c and a valve stop mechanism 45d. The pivot mechanism 45c is a known HLA pivot mechanism, and is configured to automatically adjust the valve clearance to zero by hydraulic pressure. The valve stop mechanism 45d is a mechanism that switches between operation and stop of the corresponding intake valve 13 or exhaust valve 14.
　図３（Ａ）に示すように、弁停止機構４５ｄは、軸方向にスライドして突出可能な状態でピボット機構４５ｃを収容する有底円筒状の外筒４５ｅと、外筒４５ｅの側周面に対向して形成された２つの貫通孔４５ｆに進退可能に挿通された一対のロックピン４５ｇと、各ロックピン４５ｇを外筒４５ｅの半径方向外側へ付勢するロックスプリング４５ｈと、外筒４５ｅの底部に収容されてピボット機構４５ｃを突出する方向へ付勢するロストモーションスプリング４５ｉと、を有している。 As shown in FIG. 3A, the valve stop mechanism 45d includes a bottomed cylindrical outer cylinder 45e that accommodates the pivot mechanism 45c in a state in which it can slide and protrude in the axial direction, and a side peripheral surface of the outer cylinder 45e. A pair of lock pins 45g inserted in two through holes 45f formed opposite to each other so as to be able to advance and retreat, a lock spring 45h for urging each lock pin 45g radially outward of the outer cylinder 45e, and an outer cylinder 45e And a lost motion spring 45i that is urged in a direction to project the pivot mechanism 45c.
　ロックピン４５ｇは、ピボット機構４５ｃの下端に配置されている。ロックピン４５ｇは、油圧によって作動し、ピボット機構４５ｃが変位不能に固定されるロック状態と、ピボット機構４５ｃが軸方向にスライドして変位可能になるアンロック状態とに弁停止機構４５ｄを切り替える。 The lock pin 45g is disposed at the lower end of the pivot mechanism 45c. The lock pin 45g is operated by hydraulic pressure to switch the valve stop mechanism 45d between a locked state where the pivot mechanism 45c is fixed so as not to be displaced and an unlocked state where the pivot mechanism 45c is slidable in the axial direction.
　図３（Ａ）は、そのロック状態を示している。ロック状態では、ピボット機構４５ｃは、外筒４５ｅから比較的大きな突出量で突出しており、ロックピン４５ｇが貫通孔４５ｆに嵌合することにより、外筒４５ｅの軸方向への移動が規制されている。このロック状態において、ピボット機構４５ｃの頂部は、吸気スイングアーム４３又は排気スイングアーム４４の一端部に接触しており、その揺動の支点として機能する。 FIG. 3A shows the locked state. In the locked state, the pivot mechanism 45c protrudes from the outer cylinder 45e with a relatively large protruding amount, and the movement of the outer cylinder 45e in the axial direction is restricted by fitting the lock pin 45g into the through hole 45f. Yes. In this locked state, the top of the pivot mechanism 45c is in contact with one end of the intake swing arm 43 or the exhaust swing arm 44, and functions as a fulcrum of the swing.
　つまり、弁停止機構４５ｄがロック状態にあるときには、高機能ＨＬＡ４５ａは、標準ＨＬＡ４５ｂ，４６ｂと実質同じであり、対応する吸気弁１３又は排気弁１４は、通常通りに作動する。 That is, when the valve stop mechanism 45d is in the locked state, the high function HLA 45a is substantially the same as the standard HLA 45b, 46b, and the corresponding intake valve 13 or exhaust valve 14 operates as usual.
　一方、高機能ＨＬＡ４５ａに加圧されたオイルが供給されることにより、図３（Ｂ）に黒矢印で示すように、ロックピン４５ｇに所定の油圧が作用すると、ロックピン４５ｇは、ロックスプリング４５ｈの付勢力に抗して半径方向の内側へと移動し、貫通孔４５ｆとの嵌合が解除される。その結果、ロックピン４５ｇが貫通孔４５ｆと嵌合しない位置まで外筒４５ｅの内部に引っ込んだアンロック状態に切り替わる。 On the other hand, when the pressurized oil is supplied to the high function HLA 45a and a predetermined hydraulic pressure is applied to the lock pin 45g as shown by a black arrow in FIG. 3B, the lock pin 45g is moved to the lock spring 45h. It moves to the inner side in the radial direction against the urging force, and the fitting with the through hole 45f is released. As a result, the lock pin 45g is switched to the unlocked state in which it is retracted into the outer cylinder 45e until it does not fit into the through hole 45f.
　ピボット機構４５ｃは、ロストモーションスプリング４５ｉによって付勢されているため、外筒４５ｅから比較的大きな突出量で突出した状態となっているが、ロストモーションスプリング４５ｉの付勢力は、バルブスプリング１５，１６による、吸気弁１３及び排気弁１４を閉じる方向へ付勢する付勢力よりも小さく設定されている。そのため、アンロック状態では、カムフォロア４３ａ，４４ａが、それぞれ吸気カム部４１ａ又は排気カム部４２ａに押されると、吸気スイングアーム４３又は排気スイングアーム４４は、吸気弁１３又は排気弁１４の頂部を支点にして揺動し、図３（Ｃ）の白抜き矢印に示すように、ピボット機構４５ｃをロストモーションスプリング４５ｉの付勢力に抗して外筒４５ｅの外側へと変位させる。 Since the pivot mechanism 45c is biased by the lost motion spring 45i, the pivot mechanism 45c protrudes from the outer cylinder 45e with a relatively large projecting amount. However, the biasing force of the lost motion spring 45i is the valve springs 15, 16 Is set smaller than the urging force for urging the intake valve 13 and the exhaust valve 14 in the closing direction. Therefore, in the unlocked state, when the cam followers 43a and 44a are respectively pushed by the intake cam portion 41a or the exhaust cam portion 42a, the intake swing arm 43 or the exhaust swing arm 44 supports the top of the intake valve 13 or the exhaust valve 14. The pivot mechanism 45c is displaced to the outside of the outer cylinder 45e against the urging force of the lost motion spring 45i as indicated by the white arrow in FIG.
　つまり、弁停止機構４５ｄがアンロック状態にあるときには、高機能ＨＬＡ４５ａは、ＨＬＡとして機能せず、対応する吸気弁１３又は排気弁１４は、その作動を停止する。その結果、これら吸気弁１３や排気弁１４を備えた気筒は稼働できなくなって気筒休止状態となり、前述の減気筒運転となる。減気筒運転中は、弁停止機構４５ｄはアンロック状態に維持される。 That is, when the valve stop mechanism 45d is in the unlocked state, the high function HLA 45a does not function as an HLA, and the corresponding intake valve 13 or exhaust valve 14 stops its operation. As a result, the cylinders provided with the intake valve 13 and the exhaust valve 14 cannot be operated and are in a cylinder deactivation state, and the above-described reduced cylinder operation is performed. During the reduced cylinder operation, the valve stop mechanism 45d is maintained in the unlocked state.
　シリンダヘッド１の上部にはカムキャップ４７が取り付けられている。これらシリンダヘッド１及びカムキャップ４７により、吸気カム軸４１及び排気カム軸４２の各々が、回転可能に支持されている。 A cam cap 47 is attached to the top of the cylinder head 1. By the cylinder head 1 and the cam cap 47, each of the intake cam shaft 41 and the exhaust cam shaft 42 is rotatably supported.
　吸気カム軸４１の上方には、吸気側オイルシャワー４８が設けられている一方、排気カム軸４２の上方には、排気側オイルシャワー４９が設けられている。これら吸気側オイルシャワー４８及び排気側オイルシャワー４９は、吸気カム部４１ａ及び排気カム部４２ａが、吸気スイングアーム４３及び排気スイングアーム４４の各カムフォロア４３ａ，４４ａと接触する部位にオイルを滴下する。 An intake side oil shower 48 is provided above the intake cam shaft 41, while an exhaust side oil shower 49 is provided above the exhaust cam shaft 42. In the intake side oil shower 48 and the exhaust side oil shower 49, the oil is dripped at portions where the intake cam portion 41 a and the exhaust cam portion 42 a come into contact with the cam followers 43 a and 44 a of the intake swing arm 43 and the exhaust swing arm 44.
　＜可変バルブタイミング機構（ＶＶＴ）＞
　エンジン本体１００には、吸気弁１３及び排気弁１４のそれぞれの弁特性（具体的には、開閉タイミング）を変更する可変バルブタイミング機構（以下、「ＶＶＴ」と称する）が設けられている。このエンジンＥの場合、吸気側ＶＶＴ１７は電動駆動式であり、排気側ＶＶＴ１８は油圧駆動式である。 <Variable valve timing mechanism (VVT)>
The engine body 100 is provided with a variable valve timing mechanism (hereinafter referred to as “VVT”) that changes the valve characteristics (specifically, opening / closing timing) of the intake valve 13 and the exhaust valve 14. In the case of this engine E, the intake side VVT 17 is electrically driven, and the exhaust side VVT 18 is hydraulically driven.
　図４に、排気側ＶＶＴ１８を示す。排気側ＶＶＴ１８は、略円環状のハウジング１８ａと、ハウジング１８ａの内部に収容されたロータ１８ｂとを有している。ハウジング１８ａは、クランク軸２６と連動して回転するカムプーリ１８ｃと一体化されている。ロータ１８ｂは、排気弁１４を開閉させる排気カム軸４２と一体化されている。 FIG. 4 shows the exhaust side VVT 18. The exhaust side VVT 18 includes a substantially annular housing 18a and a rotor 18b accommodated inside the housing 18a. The housing 18a is integrated with a cam pulley 18c that rotates in conjunction with the crankshaft 26. The rotor 18b is integrated with an exhaust camshaft 42 that opens and closes the exhaust valve 14.
　ロータ１８ｂの外周には、放射状に張り出す複数のベーン体１８ｄが形成されている。ハウジング１８ａの内部には、各ベーン体１８ｄを収容する複数の空間が形成されており、これら空間がベーン体１８ｄで区画されることにより、遅角作動室１８ｅ及び進角作動室１８ｆがハウジング１８ａの内部に複数形成されている。 A plurality of vane bodies 18d projecting radially are formed on the outer periphery of the rotor 18b. A plurality of spaces for accommodating the vane bodies 18d are formed inside the housing 18a, and these spaces are partitioned by the vane bodies 18d, whereby the retarding working chamber 18e and the advance working chamber 18f are formed in the housing 18a. Are formed inside.
　これら遅角作動室１８ｅ及び進角作動室１８ｆの各々には、排気弁１４の開閉タイミングを変更するために、加圧されたオイルが供給されるようになっている。それにより、遅角作動室１８ｅの油圧が進角作動室１８ｆの油圧よりも高くなると、ハウジング１８ａの回転方向に対してロータ１８ｂが反対向きに回転する。すなわち、排気カム軸４２が、カムプーリ１８ｃに対して反対向きに回転し、排気カム軸４２のクランク軸に対する位相角が遅角方向に変化する結果、排気弁１４の開弁タイミングが遅くなる。 In each of the retard working chamber 18e and the advanced working chamber 18f, pressurized oil is supplied to change the opening / closing timing of the exhaust valve 14. As a result, when the hydraulic pressure in the retarded working chamber 18e becomes higher than the hydraulic pressure in the advanced working chamber 18f, the rotor 18b rotates in the opposite direction to the rotational direction of the housing 18a. That is, the exhaust camshaft 42 rotates in the opposite direction with respect to the cam pulley 18c, and the phase angle of the exhaust camshaft 42 with respect to the crankshaft changes in the retarded direction. As a result, the valve opening timing of the exhaust valve 14 is delayed.
　一方、進角作動室１８ｆの油圧が遅角作動室１８ｅの油圧よりも高くなると、ハウジング１８ａの回転方向に対してロータ１８ｂが同じ向きに回転する。すなわち、排気カム軸４２が、カムプーリ１８ｃに対して同じ向きに回転し、排気カム軸４２のクランク軸に対する位相角が進角方向に変化する結果、排気弁１４の開弁タイミングが早くなる。 On the other hand, when the hydraulic pressure of the advance working chamber 18f becomes higher than the hydraulic pressure of the retard working chamber 18e, the rotor 18b rotates in the same direction with respect to the rotation direction of the housing 18a. That is, the exhaust cam shaft 42 rotates in the same direction with respect to the cam pulley 18c, and the phase angle of the exhaust cam shaft 42 with respect to the crankshaft changes in the advance direction. As a result, the opening timing of the exhaust valve 14 is advanced.
　このように、排気側ＶＶＴ１８や吸気側ＶＶＴ１７により、排気弁１４や吸気弁１３の開弁タイミングを変更することで、吸気弁１３の開弁期間と排気弁１４の開弁期間とがオーバーラップする量の増減が可能になり、内部ＥＧＲ量の増加やポンピングロスの低減等による燃費性能の向上を図ることができる。なお、これら排気側ＶＶＴ１８や吸気側ＶＶＴ１７による開弁タイミングを変更する制御は、全気筒運転及び減気筒運転の双方において実行される。 Thus, the valve opening period of the intake valve 13 and the valve opening period of the exhaust valve 14 overlap by changing the valve opening timing of the exhaust valve 14 or the intake valve 13 by the exhaust side VVT 18 or the intake side VVT 17. The amount can be increased or decreased, and the fuel efficiency can be improved by increasing the internal EGR amount or reducing the pumping loss. The control for changing the valve opening timing by the exhaust side VVT 18 and the intake side VVT 17 is executed in both the all cylinder operation and the reduced cylinder operation.
　このエンジンＥでは、吸気側ＶＶＴ１７及び排気側ＶＶＴ１８は、前述のスロットル弁２０４と共に、各気筒に供給される吸気量（吸気充填量）を調整するための「充填量調整装置」を構成している。充填量調整装置を介して、各気筒の充填効率を制御することができる。以下の記載において、充填効率を制御することは、吸気充填量を制御することに等しい。 In this engine E, the intake side VVT 17 and the exhaust side VVT 18 together with the throttle valve 204 described above constitutes a “filling amount adjusting device” for adjusting the intake amount (intake filling amount) supplied to each cylinder. . The filling efficiency of each cylinder can be controlled via the filling amount adjusting device. In the following description, controlling the charging efficiency is equivalent to controlling the intake charge amount.
　＜油圧制御システム＞
　図５に、エンジンＥの油圧制御システムを示す。油圧制御システムは、ＨＬＡ４５，４６や排気側ＶＶＴ１８など、エンジンＥに付設されている油圧作動装置（油圧で作動する装置）や、軸受部などのエンジンＥの潤滑部位に、所定の油圧でオイルを供給するシステムである。油圧制御システムは、これら油圧作動装置、オイルポンプ８１、及び、油圧経路等で構成されている。 <Hydraulic control system>
FIG. 5 shows a hydraulic control system of the engine E. The hydraulic control system supplies oil with a predetermined hydraulic pressure to the lubrication parts of the engine E such as the HLA 45, 46 and the exhaust side VVT 18 attached to the engine E (equipment operated by hydraulic pressure) and the bearing portion. It is a supply system. The hydraulic control system includes these hydraulic actuators, an oil pump 81, a hydraulic path, and the like.
　（オイルポンプ）
　オイルポンプ８１は、いわゆる可変容量型オイルポンプであって、その容量を変更することにより、単位時間当たりにオイルポンプ８１から吐出されるオイルの流量（オイル吐出量）を調整することができる。オイルポンプ８１は、ロアブロック２２の下面に取り付けられていて、クランク軸２６によって駆動される。オイルポンプ８１は、その駆動時には、油圧経路を介して各油圧作動装置へオイルを供給する。 (Oil pump)
The oil pump 81 is a so-called variable displacement oil pump, and the flow rate (oil discharge amount) of oil discharged from the oil pump 81 per unit time can be adjusted by changing the capacity. The oil pump 81 is attached to the lower surface of the lower block 22 and is driven by the crankshaft 26. The oil pump 81 supplies oil to each hydraulic actuator via a hydraulic path when driven.
　詳しくは、オイルポンプ８１は、駆動シャフト８１ａと、駆動シャフト８１ａに連結されたロータ８１ｂと、ロータ８１ｂから半径方向へ進退自在に設けられた複数のベーン８１ｃと、ロータ８１ｂ及びベーン８１ｃを収容し、ロータ８１ｂの回転中心に対する偏心量が調整されるように構成されたカムリング８１ｄと、ロータ８１ｂの回転中心に対する偏心量が増大する方向へカムリング８１ｄを付勢するスプリング８１ｅと、ロータ８１ｂの内側に配置されたリング部材８１ｆと、ロータ８１ｂ、ベーン８１ｃ、カムリング８１ｄ、スプリング８１ｅ及びリング部材８１ｆを収容するハウジング８１ｇとを有している。 Specifically, the oil pump 81 accommodates a drive shaft 81a, a rotor 81b connected to the drive shaft 81a, a plurality of vanes 81c provided so as to advance and retreat in the radial direction from the rotor 81b, and the rotor 81b and the vanes 81c. A cam ring 81d configured to adjust the amount of eccentricity with respect to the rotation center of the rotor 81b, a spring 81e for urging the cam ring 81d in a direction in which the amount of eccentricity with respect to the rotation center of the rotor 81b increases, and an inner side of the rotor 81b. The ring member 81f is disposed, and the housing 81g accommodates the rotor 81b, the vane 81c, the cam ring 81d, the spring 81e, and the ring member 81f.
　図示は省略するが、駆動シャフト８１ａの一端部は、ハウジング８１ｇの外方へ突出している。この一端部には従動スプロケットが連結されていて、その従動スプロケットには、クランク軸２６の駆動スプロケットに巻回されたタイミングチェーンが巻回されている。それにより、ロータ８１ｂは、クランク軸２６によって回転駆動される。 Although not shown, one end of the drive shaft 81a protrudes outward from the housing 81g. A driven sprocket is connected to the one end, and a timing chain wound around the drive sprocket of the crankshaft 26 is wound around the driven sprocket. Thereby, the rotor 81b is rotationally driven by the crankshaft 26.
　ロータ８１ｂが回転すると、各ベーン８１ｃは、カムリング８１ｄの内周面上を摺動する。これにより、ロータ８１ｂ、隣り合う２つのベーン８１ｃ、カムリング８１ｄ及びハウジング８１ｇによって区画された複数（図５に示す例では７つ）のポンプ室８１ｉが、それぞれ、ベーン８１ｃの摺動方向に移動する。 When the rotor 81b rotates, each vane 81c slides on the inner peripheral surface of the cam ring 81d. Thereby, a plurality of (seven in the example shown in FIG. 5) pump chambers 81i defined by the rotor 81b, the two adjacent vanes 81c, the cam ring 81d, and the housing 81g move in the sliding direction of the vanes 81c. .
　ハウジング８１ｇには、ポンプ室８１ｉへオイルを吸入する吸入口８１ｊと、ポンプ室８１ｉからオイルを吐出する吐出口８１ｋとが形成されている。吸入口８１ｊにはオイルストレーナ８１ｌ（オイルパン３に貯留されるオイルに浸漬）が接続されており、ロータ８１ｂが回転駆動されると、オイルパン３に貯留されたオイルがオイルストレーナ８１ｌを介して吸入口８１ｊからポンプ室８１ｉ（具体的には、複数のポンプ室８１ｉのうち、吸入口８１ｊに近い側に位置する１つのポンプ室８１ｉ）内へ吸入される。他方、吐出口８１ｋには油圧経路が接続されており、吸入口８１ｊから吸入されたオイルは、該オイルを吸入したポンプ室８１ｉが吐出口８１ｋに近い側まで移動したときに、吐出口８１ｋから油圧経路に吐出される。 The housing 81g is formed with a suction port 81j for sucking oil into the pump chamber 81i and a discharge port 81k for discharging oil from the pump chamber 81i. An oil strainer 81l (immersed in oil stored in the oil pan 3) is connected to the suction port 81j. When the rotor 81b is driven to rotate, the oil stored in the oil pan 3 passes through the oil strainer 81l. The air is sucked from the suction port 81j into the pump chamber 81i (specifically, one pump chamber 81i located on the side closer to the suction port 81j among the plurality of pump chambers 81i). On the other hand, a hydraulic path is connected to the discharge port 81k, and the oil sucked from the suction port 81j is discharged from the discharge port 81k when the pump chamber 81i that sucked the oil moves to the side close to the discharge port 81k. Discharged into the hydraulic path.
　カムリング８１ｄは、所定の支点回りに揺動するようにハウジング８１ｇに支持されている。スプリング８１ｅは、カムリング８１ｄを揺動方向の一方に付勢している。カムリング８１ｄとハウジング８１ｇとの間には、オイルが供給される圧力室８１ｍが区画されていて、カムリング８１ｄには、圧力室８１ｍ内のオイルの油圧が作用している。この油圧は、カムリング８１ｄを揺動方向の他方に付勢するようになっている。そのため、カムリング８１ｄは、スプリング８１ｅの付勢力と圧力室８１ｍの油圧とのバランスに応じて揺動し、ロータ８１ｂの回転中心に対するカムリング８１ｄの偏心量が決まる。カムリング８１ｄの偏心量に応じて、オイルポンプ８１の容量が変化し、オイル吐出量が変化する。図示は省略するが、例えば、圧力室８１ｍからオイルを排出し、カムリング８１ｄを揺動方向の一端まで偏心させた場合、吸入口８１ｊに近い側に位置するポンプ室８１ｉの容量に対して、吐出口８１ｋに近い側に位置するポンプ室８１ｉの容量が最も小さくなる。この場合、オイルの吐出圧が最小となり、その結果、オイル吐出量も最小となる。一方、圧力室８１ｍへ十分な量のオイルを供給し、カムリング８１ｄを揺動方向の他端まで偏心させた場合、吸入口８１ｊに近い側に位置するポンプ室８１ｉの容量に対して、吐出口８１ｋに近い側に位置するポンプ室８１ｉの容量が最も大きくなる。この場合、オイルの吐出圧が最大となり、そのことでオイル吐出量も最大となる。 The cam ring 81d is supported by the housing 81g so as to swing around a predetermined fulcrum. The spring 81e biases the cam ring 81d in one of the swing directions. A pressure chamber 81m to which oil is supplied is defined between the cam ring 81d and the housing 81g, and the oil pressure of the oil in the pressure chamber 81m acts on the cam ring 81d. This hydraulic pressure biases the cam ring 81d to the other side in the swinging direction. Therefore, the cam ring 81d swings according to the balance between the biasing force of the spring 81e and the hydraulic pressure of the pressure chamber 81m, and the amount of eccentricity of the cam ring 81d with respect to the rotation center of the rotor 81b is determined. In accordance with the amount of eccentricity of the cam ring 81d, the capacity of the oil pump 81 changes and the oil discharge amount changes. Although illustration is omitted, for example, when oil is discharged from the pressure chamber 81m and the cam ring 81d is decentered to one end in the swinging direction, the pump chamber 81i located on the side close to the suction port 81j is discharged. The capacity of the pump chamber 81i located on the side close to the outlet 81k is the smallest. In this case, the oil discharge pressure is minimized, and as a result, the oil discharge amount is also minimized. On the other hand, when a sufficient amount of oil is supplied to the pressure chamber 81m and the cam ring 81d is decentered to the other end in the swinging direction, the discharge port with respect to the capacity of the pump chamber 81i located on the side close to the suction port 81j. The capacity of the pump chamber 81i located on the side close to 81k is the largest. In this case, the oil discharge pressure is maximized, and the oil discharge amount is also maximized.
　（油圧経路）
　油圧経路は、油圧配管や、シリンダブロック２等に穿設された流路で形成されている。具体的に、油圧経路は、シリンダブロック２において気筒列方向に延びるメインギャラリ５０（図２も参照）、メインギャラリ５０から分岐する制御圧経路５４、オイルポンプ８１とメインギャラリ５０とを接続する第１連通路５１、メインギャラリ５０からシリンダヘッド１まで延びる第２連通路５２、シリンダヘッド１において吸気側と排気側との間を略水平方向に延びる第３連通路５３、第３連通路５３から分岐する第１～第５給油路５５～５９などで構成されている。 (Hydraulic path)
The hydraulic path is formed by a hydraulic pipe or a flow path drilled in the cylinder block 2 or the like. Specifically, the hydraulic path is a main gallery 50 (see also FIG. 2) that extends in the cylinder row direction in the cylinder block 2, a control pressure path 54 that branches from the main gallery 50, and an oil pump 81 that connects the main gallery 50. From the first communication path 51, the second communication path 52 extending from the main gallery 50 to the cylinder head 1, the third communication path 53 extending in the substantially horizontal direction between the intake side and the exhaust side in the cylinder head 1, and the third communication path 53 The first to fifth oil supply passages 55 to 59 are branched.
　第１連通路５１は、オイルポンプ８１の吐出口８１ｋと、メインギャラリ５０の中間部位とに接続されている。第１連通路５１には、オイルフィルタ８２及びオイルクーラ８３がオイルポンプ８１側から順に設けられている。それにより、オイルポンプ８１から第１連通路５１へ吐出されたオイルは、オイルフィルタ８２で濾過される。濾過されたオイルは、オイルクーラ８３で油温が調整された後、メインギャラリ５０の中間部位へ流入する。 The first communication path 51 is connected to the discharge port 81k of the oil pump 81 and the intermediate part of the main gallery 50. In the first communication passage 51, an oil filter 82 and an oil cooler 83 are provided in order from the oil pump 81 side. Thereby, the oil discharged from the oil pump 81 to the first communication passage 51 is filtered by the oil filter 82. The filtered oil flows into the intermediate part of the main gallery 50 after the oil temperature is adjusted by the oil cooler 83.
　メインギャラリ５０には、４つのピストン２４の背面側にオイルを噴射するオイルジェット７１が、気筒列方向に間隔を隔てて接続されている（図２も参照）。オイルジェット７１は、逆止弁とノズルとを有し、所定値以上の油圧が作用したときに逆止弁が開弁し、ノズルからオイルを噴射する。オイルジェット７１から噴射されたオイルによって、各ピストン２４の冷却を促進することができる。 The main gallery 50 is connected with oil jets 71 that inject oil to the back side of the four pistons 24 at intervals in the cylinder row direction (see also FIG. 2). The oil jet 71 has a check valve and a nozzle, and when a hydraulic pressure exceeding a predetermined value is applied, the check valve is opened to inject oil from the nozzle. The cooling of each piston 24 can be promoted by the oil jetted from the oil jet 71.
　更に、メインギャラリ５０には、クランク軸２６を支持する５つの軸受部２９と、４つのコネクティングロッド２５における軸受部７２とにオイルを供給する分岐経路も、気筒列方向に間隔を隔てて接続されている。メインギャラリ５０の一端側は、１つの分岐経路に連なる終端となっていて、メインギャラリ５０の他端側には、制御圧経路５４、第２連通路５２、油圧式チェーンテンショナ（不図示）へオイルを供給するオイル供給部７３、及び、タイミングチェーンへオイルを噴射するオイルジェット７４を有する分岐経路が接続されている。 Further, branch paths for supplying oil to the five bearing portions 29 that support the crankshaft 26 and the bearing portions 72 of the four connecting rods 25 are also connected to the main gallery 50 at intervals in the cylinder row direction. ing. One end side of the main gallery 50 is a terminal end connected to one branch path, and the other end side of the main gallery 50 is connected to a control pressure path 54, a second communication path 52, and a hydraulic chain tensioner (not shown). A branch path having an oil supply part 73 for supplying oil and an oil jet 74 for injecting oil to the timing chain is connected.
　メインギャラリ５０には、オイルが常時供給されるようになっている。メインギャラリ５０の他端側には、メインギャラリ５０におけるオイルの油圧を検出する油圧センサ５０ａが設置されている。この油圧センサ５０ａの検出値に基づいて、油圧経路の油圧が制御されている（詳細は後述）。 The oil is always supplied to the main gallery 50. On the other end side of the main gallery 50, a hydraulic pressure sensor 50a that detects the oil pressure of the oil in the main gallery 50 is installed. Based on the detected value of the hydraulic sensor 50a, the hydraulic pressure of the hydraulic path is controlled (details will be described later).
　制御圧経路５４は、オイルポンプ８１の圧力室８１ｍに接続されている。制御圧経路５４には、オイル供給部７３、オイルフィルタ５４ａ、及びオイル制御弁（吐出量調整装置）８４が設けられている。制御圧経路５４を通り、オイルフィルタ５４ａで濾過されたオイルは、オイル制御弁８４によって油圧が調整された後、オイルポンプ８１の圧力室８１ｍに流入する。オイル制御弁８４によって、圧力室８１ｍの圧力、ひいてはカムリング８１ｄの偏心量が調整される。前述の如く、カムリング８１ｄの偏心量を調整すると、オイルポンプ８１のオイル吐出量が増減する。つまり、オイル制御弁８４は、オイルポンプ８１のオイル吐出量を調整しているに等しい。 The control pressure path 54 is connected to the pressure chamber 81 m of the oil pump 81. The control pressure path 54 is provided with an oil supply unit 73, an oil filter 54a, and an oil control valve (discharge amount adjusting device) 84. The oil filtered through the oil pressure filter 54 a through the control pressure path 54 is adjusted by the oil control valve 84 and then flows into the pressure chamber 81 m of the oil pump 81. The oil control valve 84 adjusts the pressure in the pressure chamber 81m, and thus the eccentric amount of the cam ring 81d. As described above, when the eccentric amount of the cam ring 81d is adjusted, the oil discharge amount of the oil pump 81 increases or decreases. That is, the oil control valve 84 is equivalent to adjusting the oil discharge amount of the oil pump 81.
　オイル制御弁８４は、リニアソレノイドバルブである。オイル制御弁８４は、入力される制御信号のデューティ比（＝｛通電時間／（通電時間＋非通電時間）｝×１００％）に応じて、圧力室８１ｍに供給するオイルの流量を調整する。デューティ比が小さいほど、圧力室８１ｍに供給される油量が減少する。そのため、デューティ比が小さくなるに従って、オイル吐出量（ポンプ流量）は増大することになる。デューティ比がゼロのとき、オイル吐出量は最大量となる。オイル制御弁８４を介して、オイルポンプ８１から油圧経路へ吐出されるオイルの油圧を調整することができる。 The oil control valve 84 is a linear solenoid valve. The oil control valve 84 adjusts the flow rate of oil supplied to the pressure chamber 81m according to the duty ratio (= {energization time / (energization time + non-energization time)} × 100%) of the input control signal. The smaller the duty ratio, the smaller the amount of oil supplied to the pressure chamber 81m. Therefore, the oil discharge amount (pump flow rate) increases as the duty ratio decreases. When the duty ratio is zero, the oil discharge amount is the maximum amount. The oil pressure of oil discharged from the oil pump 81 to the hydraulic path can be adjusted via the oil control valve 84.
　このエンジンＥでは、オイル制御弁８４は、前述のオイルポンプ８１と共に「オイル供給装置」を構成している。このオイル供給装置は、弁停止機構４５ｄ，４６ｄに接続された油圧経路へオイルを吐出すると共に、そのオイルの油圧を調整するものである。 In this engine E, the oil control valve 84 constitutes an “oil supply device” together with the oil pump 81 described above. The oil supply device discharges oil to a hydraulic path connected to the valve stop mechanisms 45d and 46d and adjusts the oil pressure of the oil.
　第２連通路５２は、第３連通路５３に連通しており、メインギャラリ５０のオイルは、第２連通路５２を通って、第３連通路５３へ流入する。第３連通路５３へ流入したオイルは、第３連通路５３を介して、シリンダヘッド１の吸気側に位置する第１給油路５５と、排気側に位置する第２給油路５６及び第３給油路５７と、特定の気筒付近に位置する第４給油路５８及び第５給油路５９とへ分配される。 The second communication path 52 communicates with the third communication path 53, and the oil in the main gallery 50 flows into the third communication path 53 through the second communication path 52. The oil that has flowed into the third communication path 53 passes through the third communication path 53, the first oil supply path 55 located on the intake side of the cylinder head 1, and the second oil supply path 56 and the third oil supply located on the exhaust side. The oil is distributed to the path 57 and the fourth oil supply path 58 and the fifth oil supply path 59 located in the vicinity of the specific cylinder.
　第１給油路５５には、吸気側のカム軸４１のオイル供給部９１，９２と、高機能ＨＬＡ４５ａのピボット機構４５ｃと、標準ＨＬＡ４５ｂと、吸気側のオイルシャワー４８と、吸気側ＶＶＴ１７の摺動部のオイル供給部９３と、が接続されている。 In the first oil supply passage 55, the oil supply portions 91 and 92 of the intake-side camshaft 41, the pivot mechanism 45c of the high-function HLA 45a, the standard HLA 45b, the intake-side oil shower 48, and the intake-side VVT 17 slide. The oil supply part 93 of the part is connected.
　第２給油路５６には、排気側のカム軸４２のオイル供給部９４，９５と、高機能ＨＬＡ４６ａのピボット機構４６ｃと、標準ＨＬＡ４６ｂと、排気側のオイルシャワー４９と、が接続されている。 The oil supply portions 94 and 95 of the exhaust-side camshaft 42, the pivot mechanism 46c of the high-function HLA 46a, the standard HLA 46b, and the exhaust-side oil shower 49 are connected to the second oil supply passage 56.
　第３給油路５７には、オイルフィルタ５７ａ及び第１方向切換弁９６を介して、排気側ＶＶＴ１８（具体的には、遅角作動室１８ｅ及び進角作動室１８ｆ）と、排気側のカム軸４２のオイル供給部９４と、が接続されている、第１方向切換弁９６が開閉することによって、遅角作動室１８ｅ及び進角作動室１８ｆへ供給されるオイルの量を調整することができる。すなわち、第１方向切換弁９６により、排気側ＶＶＴ１８の作動が制御されている。 An exhaust side VVT 18 (specifically, a retarded working chamber 18e and an advanced working chamber 18f) and an exhaust camshaft are connected to the third oil supply passage 57 via an oil filter 57a and a first direction switching valve 96. The amount of oil supplied to the retarded working chamber 18e and the advanced working chamber 18f can be adjusted by opening and closing the first direction switching valve 96, to which the oil supply section 94 of 42 is connected. . That is, the operation of the exhaust side VVT 18 is controlled by the first direction switching valve 96.
　第４給油路５８は、オイルフィルタ５８ａ及び第２方向切換弁９７を介して、第１気筒の高機能ＨＬＡ４５ａ，４６ａの弁停止機構４５ｄ，４６ｄに接続されている。第１気筒の弁停止機構４５ｄ，４６ｄへ供給されるオイルの量は、第２方向切換弁９７によって調整されている。すなわち、第２方向切換弁９７により、第１気筒の弁停止機構４５ｄ，４６ｄの作動が制御されている。第２方向切換弁９７は、油圧経路から弁停止機構４５ｄ，４６ｄへオイルを供給するための「制御弁」を例示している。 The fourth oil supply path 58 is connected to the valve stop mechanisms 45d and 46d of the high-performance HLA 45a and 46a of the first cylinder via the oil filter 58a and the second direction switching valve 97. The amount of oil supplied to the first cylinder valve stop mechanisms 45 d and 46 d is adjusted by the second direction switching valve 97. That is, the operation of the valve stop mechanisms 45d and 46d of the first cylinder is controlled by the second direction switching valve 97. The second direction switching valve 97 exemplifies a “control valve” for supplying oil from the hydraulic path to the valve stop mechanisms 45d and 46d.
　第５給油路５９は、オイルフィルタ５９ａ及び第３方向切換弁９８を介して、第４気筒の高機能ＨＬＡ４５ａ，４６ａの弁停止機構４５ｄ，４６ｄに接続されている。第４気筒の弁停止機構４５ｄ，４６ｄへ供給されるオイルの量は、第３方向切換弁９８によって調整されている。すなわち、第３方向切換弁９８により、第４気筒の弁停止機構４５ｄ，４６ｄの作動が制御されている。第３方向切換弁９８もまた、第２方向切換弁９７と同様に「制御弁」を例示している。 The fifth oil supply passage 59 is connected to the valve stop mechanisms 45d and 46d of the high function HLA 45a and 46a of the fourth cylinder via the oil filter 59a and the third direction switching valve 98. The amount of oil supplied to the valve stop mechanisms 45d and 46d of the fourth cylinder is adjusted by the third direction switching valve 98. That is, the operation of the valve stop mechanisms 45d and 46d of the fourth cylinder is controlled by the third direction switching valve 98. Similarly to the second direction switching valve 97, the third direction switching valve 98 also illustrates a “control valve”.
　エンジンＥの各部へ供給されたオイルは、冷却や潤滑を終えた後、不図示のドレイン油路を通ってオイルパン３内に滴下し、オイルポンプ８１によって再び吸入される。こうして、油圧制御システムは、オイルを循環させながら、油圧作動装置やエンジンＥの循環部位に、所定の油圧でオイルを供給している。 The oil supplied to each part of the engine E is cooled and lubricated, dropped into the oil pan 3 through a drain oil passage (not shown), and sucked again by the oil pump 81. In this way, the hydraulic control system supplies oil with a predetermined hydraulic pressure to the hydraulic actuator and the circulating portion of the engine E while circulating the oil.
　なお、油圧経路を流れるオイルには、摩擦抵抗等による圧損が生じるため、下流側の油圧は、上流側よりも低くなる傾向がある。そして、経路が長いほどその低下量は大きくなり易い。また、経路が長いほど油圧の応答性も悪くなるため、オイルポンプ８１の吐出量を変化させても、直ちに、全ての油圧作動装置において必要な油圧が確保できるとは限らない。 In addition, since pressure loss due to frictional resistance or the like occurs in the oil flowing through the hydraulic path, the hydraulic pressure on the downstream side tends to be lower than that on the upstream side. And as the path becomes longer, the amount of decrease tends to increase. Also, the longer the path, the worse the responsiveness of the hydraulic pressure. Therefore, even if the discharge amount of the oil pump 81 is changed, it is not always possible to ensure the necessary hydraulic pressure in all hydraulic actuators.
　（コントローラ）
　図６に、エンジンＥの制御装置の構成を例示する。この制御装置は、エンジンＥを運転するためのコントローラ６０を備えている。コントローラ６０は、周知のマイクロコンピュータをベースとするＰＣＭ（Powertrain Control Module）である。 (controller)
FIG. 6 illustrates the configuration of the control device for the engine E. The control device includes a controller 60 for operating the engine E. The controller 60 is a PCM (Powertrain Control Module) based on a well-known microcomputer.
　コントローラ６０は、プロセッサやメモリ等のハードウェアと、制御プログラムや制御データ等のソフトウェアとを有し、油圧制御システムばかりでなく、エンジン全体を総合的に制御する。コントローラ６０には、図５及び図６に示すように、各種のセンサ５０ａ，６１～６７が接続されている。センサ５０ａ，６１～６７は、各々の検出結果を示す信号をコントローラ６０に出力する。 The controller 60 has hardware such as a processor and a memory, and software such as a control program and control data, and comprehensively controls not only the hydraulic control system but also the entire engine. As shown in FIGS. 5 and 6, various sensors 50 a and 61 to 67 are connected to the controller 60. The sensors 50a and 61 to 67 output signals indicating the respective detection results to the controller 60.
　例えば、前述の油圧センサ５０ａの他、クランク軸２６の回転角度を検出するクランク角センサ６１、エンジンＥが吸入する空気の流量を検出するエアフローセンサ６２、油圧経路を流れるオイルの温度を検出する油温センサ６３、吸気カム軸４１及び排気カム軸４２各々の回転位相を検出するカム角センサ６４、エンジンＥの冷却水の温度を検出する水温センサ６５、サージタンク２０２内の圧力を検出する吸気圧センサ６６、並びに、不図示のアクセルペダルの踏込操作量（アクセル開度）を検出するアクセル開度センサ６７などから、コントローラ６０に信号が入力される。 For example, in addition to the above-described hydraulic sensor 50a, a crank angle sensor 61 that detects the rotation angle of the crankshaft 26, an airflow sensor 62 that detects the flow rate of air taken in by the engine E, and an oil that detects the temperature of oil flowing through the hydraulic path. A temperature sensor 63, a cam angle sensor 64 that detects the rotational phase of each of the intake cam shaft 41 and the exhaust cam shaft 42, a water temperature sensor 65 that detects the temperature of the cooling water of the engine E, and an intake pressure that detects the pressure in the surge tank 202 A signal is input to the controller 60 from the sensor 66 and an accelerator opening sensor 67 that detects a depression operation amount (accelerator opening) of an accelerator pedal (not shown).
　コントローラ６０は、クランク角センサ６１からの信号に基づいてエンジン回転速度を取得し、エアフローセンサ６２からの信号に基づいてエンジン負荷を取得し、カム角センサ６４からの信号に基づいて吸気側ＶＶＴ１７及び排気側ＶＶＴ１８の作動角を取得する。 The controller 60 acquires the engine rotation speed based on the signal from the crank angle sensor 61, acquires the engine load based on the signal from the air flow sensor 62, and based on the signal from the cam angle sensor 64, the intake side VVT 17 and The operating angle of the exhaust side VVT 18 is acquired.
　コントローラ６０は、これらに基づいてエンジンＥの運転状態を判定し、判定した運転状態に基づいて、各アクチュエータの制御量を計算する。そして、コントローラ６０は、計算された制御量に対応する制御信号を生成し、その制御信号を、インジェクタ４、点火プラグ５、スロットル弁２０４及び吸気側ＶＶＴ１７、並びに、油圧制御システムを構成するオイル制御弁８４、第１方向切換弁９６、第２方向切換弁９７及び第３方向切換弁９８等のアクチュエータへ出力する。コントローラ６０は、それらアクチュエータを介してエンジンＥの運転を制御する。 The controller 60 determines the operating state of the engine E based on these, and calculates the control amount of each actuator based on the determined operating state. Then, the controller 60 generates a control signal corresponding to the calculated control amount, and outputs the control signal to the injector 4, the spark plug 5, the throttle valve 204, the intake side VVT 17, and the oil control that constitutes the hydraulic control system. Output to actuators such as the valve 84, the first direction switching valve 96, the second direction switching valve 97, and the third direction switching valve 98. The controller 60 controls the operation of the engine E through these actuators.
　＜基本制御＞
　例えばコントローラ６０は、アクセル開度センサ６７の検出結果すなわち、アクセル開度に応じて設定された要求トルクを実現するように、スロットル弁２０４の開度を変更する。 <Basic control>
For example, the controller 60 changes the opening degree of the throttle valve 204 so as to realize the detection result of the accelerator opening degree sensor 67, that is, the required torque set according to the accelerator opening degree.
　具体的に、コントローラ６０は、各センサの検出結果に基づき、エンジンＥの運転状態を把握すると共に、その運転状態に対応した要求トルクを設定する。そして、コントローラ６０は、その要求トルクを実現するために必要な充填効率である要求充填効率を求めると共に、その要求充填効率を実現するのに必要な吸気通路２００内の空気量（要求空気量）を求める。要求空気量は、要求充填効率と、エンジンＥの運転状態に基づいて算出される。 Specifically, the controller 60 grasps the operating state of the engine E based on the detection result of each sensor, and sets a required torque corresponding to the operating state. Then, the controller 60 obtains the required filling efficiency, which is a charging efficiency necessary for realizing the required torque, and the air amount (required air amount) in the intake passage 200 necessary for realizing the required charging efficiency. Ask for. The required air amount is calculated based on the required charging efficiency and the operating state of the engine E.
　次に、コントローラ６０は、要求空気量と、現在の吸気通路２００内の空気量と、吸気通路２００内から気筒に吸入される空気流量とに基づき、スロットル弁２０４を通過する空気流量の目標値を求め、その目標値を実現するように、スロットル弁２０４の開度調整を行う。 Next, the controller 60 sets the target value of the air flow rate that passes through the throttle valve 204 based on the required air amount, the current air amount in the intake passage 200, and the air flow rate that is drawn into the cylinder from the intake passage 200. And the opening degree of the throttle valve 204 is adjusted so as to realize the target value.
　一方、コントローラ６０は、前述の要求充填効率などに基づいて、各気筒へ供給する燃料量を決定する。そして、コントローラ６０は、各気筒に供給した燃料と空気との混合気に対して、所定の点火タイミングで点火をするように点火プラグ５を制御する。具体的に、コントローラ６０には、エンジン回転速度とエンジン負荷とに対応したマップが予め記憶されており、コントローラ６０は、このマップからエンジン回転速度とエンジン負荷とに対応した点火タイミングを決定すると共に、その点火タイミングを吸気圧センサ６６の検出結果等に基づき補正するようになっている。 On the other hand, the controller 60 determines the amount of fuel to be supplied to each cylinder based on the above-described required charging efficiency. The controller 60 controls the spark plug 5 so as to ignite the fuel / air mixture supplied to each cylinder at a predetermined ignition timing. Specifically, the controller 60 stores in advance a map corresponding to the engine rotational speed and the engine load, and the controller 60 determines an ignition timing corresponding to the engine rotational speed and the engine load from the map. The ignition timing is corrected based on the detection result of the intake pressure sensor 66 and the like.
　点火タイミングは、気筒間で１８０°ＣＡずつ位相をずらしたタイミングに設定される。このエンジンＥでは、全気筒運転時には、第１気筒→第３気筒→第４気筒→第２気筒の順で点火が行われるようになっている。 ¡Ignition timing is set to a timing shifted by 180 ° CA between cylinders. In the engine E, when all cylinders are operated, ignition is performed in the order of the first cylinder → the third cylinder → the fourth cylinder → the second cylinder.
　＜油圧制御＞
　また、コントローラ６０は、オイル制御弁８４に対し制御信号を出力することにより、オイルポンプ８１の吐出量（オイル吐出量）を調整している。コントローラ６０は、その制御信号を介してオイル吐出量を調整することにより、弁停止機構４５ｄ，４６ｄなど、各油圧作動装置へ供給される油圧を制御している。 <Hydraulic control>
The controller 60 adjusts the discharge amount (oil discharge amount) of the oil pump 81 by outputting a control signal to the oil control valve 84. The controller 60 controls the oil pressure supplied to each hydraulic actuator such as the valve stop mechanisms 45d and 46d by adjusting the oil discharge amount via the control signal.
　具体的に、コントローラ６０は、油圧センサ５０ａで検出された油圧が、エンジンＥの運転状態に応じて設定された油圧（目標油圧）となるような制御信号を生成して出力し、オイル制御弁８４の開度調整を通じてオイルポンプ８１のオイル吐出量を調整している。以下、このような油圧制御を「フィードバック制御」という。 Specifically, the controller 60 generates and outputs a control signal such that the hydraulic pressure detected by the hydraulic pressure sensor 50a becomes a hydraulic pressure (target hydraulic pressure) set according to the operating state of the engine E, and outputs an oil control valve. The oil discharge amount of the oil pump 81 is adjusted through opening adjustment of 84. Hereinafter, such hydraulic control is referred to as “feedback control”.
　フィードバック制御において、例えば、弁停止機構４５ｄ，４６ｄの作動（ロックピン４５ｇの押し込み）に必要な油圧（過渡油圧）を目標油圧に設定することで、その過渡油圧を確保することが可能になる。 In the feedback control, for example, by setting the hydraulic pressure (transient hydraulic pressure) necessary for the operation of the valve stop mechanisms 45d and 46d (pressing of the lock pin 45g) as the target hydraulic pressure, it is possible to ensure the transient hydraulic pressure.
　以下、油圧のフィードバック制御の具体例として、過渡油圧の確保について説明する。 Securing transient oil pressure will be described below as a specific example of oil pressure feedback control.
　コントローラ６０は、弁停止機構４５ｄ，４６ｄの作動に必要な過渡油圧を、対応するマップに照合して取得する。このマップは、予めメモリに記憶されている。そして、コントローラ６０は、その過渡油圧を目標油圧に設定する。 The controller 60 acquires the transient hydraulic pressure required for the operation of the valve stop mechanisms 45d and 46d by referring to the corresponding map. This map is stored in the memory in advance. Then, the controller 60 sets the transient hydraulic pressure as the target hydraulic pressure.
　次に、コントローラ６０は、オイルポンプ８１から油圧センサ５０ａの位置までオイルが流通するときの油圧低下代に基づいて目標油圧を増大させることによって、修正目標油圧を算出する。油圧低下代は、予めメモリに記憶されている。コントローラ６０は、修正目標油圧をオイルポンプ８１の流量（オイル吐出量）に変換し、目標流量（目標吐出量）を取得する。 Next, the controller 60 calculates the corrected target oil pressure by increasing the target oil pressure based on the oil pressure reduction allowance when the oil flows from the oil pump 81 to the position of the oil pressure sensor 50a. The oil pressure reduction allowance is stored in advance in the memory. The controller 60 converts the corrected target hydraulic pressure into the flow rate (oil discharge amount) of the oil pump 81, and acquires the target flow rate (target discharge amount).
　続いて、コントローラ６０は、目標流量を各油圧作動装置の消費流量に基づいて補正する。具体的に、コントローラ６０は、弁停止機構４５ｄ，４６ｄを作動させる場合の弁停止機構４５ｄ，４６ｄの予測作動量を流量に変換し、弁停止機構４５ｄ，４６ｄの作動時に消費される流量（消費流量）を得る。 Subsequently, the controller 60 corrects the target flow rate based on the consumption flow rate of each hydraulic actuator. Specifically, the controller 60 converts a predicted operation amount of the valve stop mechanisms 45d and 46d when the valve stop mechanisms 45d and 46d are operated into a flow rate, and a flow rate (consumption) consumed when the valve stop mechanisms 45d and 46d are operated. Flow rate).
　さらに、コントローラ６０は、目標流量を油圧フィードバック量に基づいて補正する。オイル吐出量が増減する際には、オイルポンプ８１の応答遅れによって、油圧センサ５０ａで検出される油圧（実油圧）は、目標油圧の変化に対して遅れて追従する。このような油圧の応答遅れによる実油圧の変化は、予め実験等によって予測することができ、そうして予測された油圧（予測油圧）がメモリに記憶されている。コントローラ６０は、その予測油圧と実油圧との偏差に応じた値（油圧フィードバック量）を求め、その油圧フィードバック量を用いて目標流量を補正する。それにより、実油圧を目標油圧にスムースに一致させることができる。 Furthermore, the controller 60 corrects the target flow rate based on the hydraulic feedback amount. When the oil discharge amount increases or decreases, the oil pressure (actual oil pressure) detected by the oil pressure sensor 50a follows the change in the target oil pressure with a delay due to the response delay of the oil pump 81. Such a change in the actual oil pressure due to a response delay of the oil pressure can be predicted in advance by experiments or the like, and the oil pressure predicted in this manner (predicted oil pressure) is stored in the memory. The controller 60 obtains a value (hydraulic feedback amount) corresponding to the deviation between the predicted oil pressure and the actual oil pressure, and corrects the target flow rate using the oil pressure feedback amount. Thereby, the actual hydraulic pressure can be smoothly matched with the target hydraulic pressure.
　コントローラ６０は、このようにして補正された目標流量（補正目標流量）と、エンジンＥの回転速度とを、デューティ比マップに照合することで、目標デューティ比を設定し、その制御信号をオイル制御弁８４へ送信する。それにより、オイルポンプ８１は、所定量でオイルを吐出し、油圧経路（特にメインギャラリ５０）の油圧が、目標油圧となるように調整される。 The controller 60 sets the target duty ratio by comparing the corrected target flow rate (corrected target flow rate) and the rotational speed of the engine E with the duty ratio map, and the control signal is subjected to oil control. Transmit to valve 84. Thereby, the oil pump 81 discharges oil by a predetermined amount, and the hydraulic pressure in the hydraulic path (particularly the main gallery 50) is adjusted so as to become the target hydraulic pressure.
　＜気筒数の制御＞
　このエンジンＥでは、その運転状態に応じて、全部の気筒（第１～第４の気筒）を稼働させて燃焼を実行する全気筒運転と、一部の気筒（第１気筒及び第４気筒）を休止させて残りの気筒（第２気筒及び第３気筒）で燃焼を実行する減気筒運転とに切り換わるように構成されている。 <Control of the number of cylinders>
In the engine E, all cylinders (first to fourth cylinders) are operated by operating all cylinders (first to fourth cylinders) according to the operating state, and some cylinders (first and fourth cylinders). Is switched to a reduced-cylinder operation in which combustion is performed in the remaining cylinders (second cylinder and third cylinder).
　詳しくは、図７に示すように、エンジンＥの運転状態が、回転速度が比較的低い特定の運転領域Ａ１（減気筒運転領域）内にあるときには、前述の減気筒運転が実行される。また、エンジンＥの運転状態が、その減気筒運転領域Ａ１を除く残余の運転領域Ａ２にあるときには、通常の全気筒運転が実行される。減気筒運転が実行されると、第１気筒及び第４気筒において点火プラグ５の作動が禁止され、その結果、第１気筒（休止）→第３気筒（稼働）→第４気筒（休止）→第２気筒（稼働）のように、１つ飛ばしの順で燃焼が発生するようになる。 Specifically, as shown in FIG. 7, when the operating state of the engine E is in a specific operation region A1 (reduced cylinder operation region) where the rotational speed is relatively low, the above-described reduced cylinder operation is executed. Further, when the operating state of the engine E is in the remaining operating region A2 excluding the reduced cylinder operating region A1, normal all-cylinder operation is performed. When the reduced cylinder operation is executed, the operation of the spark plug 5 is prohibited in the first cylinder and the fourth cylinder. As a result, the first cylinder (pause) → the third cylinder (operation) → the fourth cylinder (pause) → Like the second cylinder (operation), combustion occurs in the order of skipping one.
　また、図示は省略するが、全気筒運転と減気筒運転とは水温に応じても切り替えられる。例えば、エンジンＥが所定の回転速度且つ、所定の負荷で走行し、エンジンＥが暖機して水温が上昇する場合、その水温が所定温度よりも低いときには全気筒運転が実行され、水温が所定温度以上のときには減気筒運転が実行される。 Although not shown, all cylinder operation and reduced cylinder operation can be switched according to the water temperature. For example, when the engine E runs at a predetermined rotational speed and a predetermined load, the engine E warms up and the water temperature rises, when the water temperature is lower than the predetermined temperature, the all-cylinder operation is executed, and the water temperature is predetermined. When the temperature is higher than the temperature, the reduced cylinder operation is executed.
　具体的に、コントローラ６０は、全気筒運転を行っている最中に、例えば、エンジンＥの運転状態が減気筒運転領域Ａ１に至ったと判定すると、減気筒フラグを成立させて、全気筒運転から減気筒運転へ移行する（詳細は後述）。 Specifically, when the controller 60 determines that, for example, the operating state of the engine E has reached the reduced cylinder operation region A1 during the all cylinder operation, the controller 60 sets the reduced cylinder flag and starts from the all cylinder operation. Transition to reduced cylinder operation (details will be described later).
　ここで、減気筒運転時は、稼働する気筒の数が減少するため、全気筒運転時と同様のトルクを出力するためには、一気筒あたりの出力トルクを全気筒運転時よりも大きくする必要がある。よって、減気筒運転時には、一気筒あたりの燃料量を増量することが求められるため、混合気の空燃比を考慮すると、各気筒内に供給するガスの量（吸気充填量）もまた、燃料量と同様に増量することが求められる。このエンジンＥの場合、減気筒運転時に休止するのは全気筒のうちの半分であるから、燃料量と吸気充填量をそれぞれ２倍に増量することが要求される。 Here, during the reduced cylinder operation, the number of operating cylinders decreases, so in order to output the same torque as during all cylinder operation, the output torque per cylinder must be greater than during all cylinder operation. There is. Therefore, since it is required to increase the amount of fuel per cylinder during the reduced-cylinder operation, the amount of gas supplied to each cylinder (intake charge amount) is also determined in consideration of the air-fuel ratio of the air-fuel mixture. It is required to increase the amount in the same way as In the case of the engine E, it is required to increase the fuel amount and the intake charge amount by a factor of two, because only half of all the cylinders are stopped during the reduced cylinder operation.
　しかし、吸気充填量の変化には遅れがあるため、減気筒フラグが成立した直後に、第１気筒及び第４気筒の燃焼を停止したのでは、第２気筒及び第３気筒からの出力が不足してしまい、トルクショックが生じるおそれがある。 However, since there is a delay in the change of the intake charge amount, if the combustion of the first cylinder and the fourth cylinder is stopped immediately after the reduced cylinder flag is established, the output from the second cylinder and the third cylinder is insufficient. As a result, torque shock may occur.
　またそもそも、減気筒運転への切替は、弁停止機構４５ｄ，４６ｄの作動によって実現されるところ、それを作動させるためには、例えば、減気筒運転の維持に必要となる油圧（維持油圧）よりも高く設定された過渡油圧を確保することが求められる。吸気充填量と同様に、油圧の変化には遅れがあるため、減気筒フラグが成立した直後に、弁停止機構４５ｄ，４６ｄを即座に作動させるのは困難である。 In the first place, the switching to the reduced cylinder operation is realized by the operation of the valve stop mechanisms 45d and 46d. It is required to ensure a high transient oil pressure. As with the intake charge amount, there is a delay in the change in the oil pressure, so that it is difficult to immediately operate the valve stop mechanisms 45d and 46d immediately after the reduced cylinder flag is established.
　そこで、このエンジンＥでは、減気筒フラグが成立しても、すぐには減気筒運転を開始せず、全気筒運転を継続しながら、減気筒運転へ向けた準備を行う。具体的に、コントローラ６０は、減気筒運転へ向けた準備制御として、吸気充填量の増量と、油圧の立ち上げとを実行する。 Therefore, in this engine E, even if the reduced cylinder flag is established, the reduced cylinder operation is not started immediately, and the preparation for the reduced cylinder operation is performed while continuing the all cylinder operation. Specifically, the controller 60 increases the intake charge amount and raises the hydraulic pressure as preparation control for the reduced cylinder operation.
　具体的に、コントローラ６０は、一気筒あたりの吸気充填量を、全気筒運転の定常時に対して増量すると共に、前述のフィードバック制御によって、油圧経路を流れるオイルの油圧を過渡油圧まで高める。 Specifically, the controller 60 increases the intake charge amount per cylinder with respect to the steady state of all-cylinder operation, and increases the oil pressure of the oil flowing through the hydraulic path to the transient oil pressure by the above-described feedback control.
　そして、コントローラ６０は、準備制御が完了すると、第２方向切換弁９７と第３方向切換弁９８を両方とも開弁することにより、過渡油圧に調整されたオイルを弁停止機構４５ｄ，４６ｄへ供給し、これにより、弁停止機構４５ｄ，４６ｄを作動させる。 When the preparation control is completed, the controller 60 opens both the second directional switching valve 97 and the third directional switching valve 98 to supply the oil adjusted to the transient hydraulic pressure to the valve stop mechanisms 45d and 46d. As a result, the valve stop mechanisms 45d and 46d are operated.
　このように、弁停止機構４５ｄ，４６ｄにオイルを供給する前に、予め、そのオイルの油圧を過渡油圧まで高めておくことが求められる。従来、準備制御の際には、吸気充填量の増量と、油圧の立ち上げとを同時に開始して、双方が完了した後に、弁停止機構４５ｄ，４６ｄへオイルを供給するのが通例であった。 Thus, before supplying oil to the valve stop mechanisms 45d and 46d, it is required to increase the oil pressure of the oil to the transient oil pressure in advance. Conventionally, in the preparation control, it is customary to start increasing the intake charge amount and raising the hydraulic pressure at the same time, and after both have been completed, supply oil to the valve stop mechanisms 45d and 46d. .
　しかし、一般に、吸気等のガスの増量に要する時間と比較して、油圧の立ち上げに要する時間にはバラツキがある。そのため、前記のように制御した場合、そうしたバラツキに起因して、エンジンＥの燃費性能が悪化し得るということに、本願発明者等は気付いた。 However, in general, there is a variation in the time required to start up the hydraulic pressure compared to the time required to increase the amount of gas such as intake air. For this reason, the inventors of the present application have noticed that the fuel efficiency performance of the engine E can be deteriorated due to such variations when controlled as described above.
　特に、低回転域では、オイルポンプ８１の単位時間あたりの吐出量が低下することから、低回転になるほど油圧の立ち上がりが遅くなる。一方、減気筒運転は、図７に示すように、概ね、低回転側の運転領域で行われるようになっているため、全気筒運転から減気筒運転への移行時には、吸気充填量の増量に要する時間に対して、過渡油圧を確保するのに要する時間が長くなる傾向にある。 Especially, in the low rotation range, the discharge amount per unit time of the oil pump 81 decreases, so the rise of the hydraulic pressure becomes slower as the rotation speed becomes lower. On the other hand, as shown in FIG. 7, the reduced-cylinder operation is generally performed in the operation region on the low rotation side. Therefore, when the transition from all-cylinder operation to reduced-cylinder operation is performed, the intake charge amount is increased. The time required to secure the transient oil pressure tends to be longer than the required time.
　そのため、前記のように、油圧の立ち上げと、吸気充填量の増量とを同時に開始したのでは、過渡油圧が確保される前に、吸気充填量の増量が完了する可能性がある。この場合、コントローラ６０は、過渡油圧が確保されるまで、吸気充填量を増量させたままの状態で、全気筒運転を継続することになる。 Therefore, as described above, if the start-up of the hydraulic pressure and the increase of the intake charge amount are started simultaneously, the increase of the intake charge amount may be completed before the transient hydraulic pressure is secured. In this case, the controller 60 continues the all-cylinder operation while increasing the intake charge amount until the transient oil pressure is secured.
　一方、このエンジンＥでは、吸気充填量を増量しながら全気筒運転を継続したときに、トルクショックが発生しないようにするべく、吸気充填量の増量と並行して、点火タイミングを一時的にリタードさせるようになっている（詳しくは後述）。通常、点火タイミングをリタードさせると、エンジンＥの燃焼効率が低下してしまう。燃費性能を確保するためには、リタード期間を可及的に短くすることが求められる。 On the other hand, in this engine E, when all cylinder operation is continued while increasing the intake charge amount, the ignition timing is temporarily retarded in parallel with the increase of the intake charge amount so that torque shock does not occur. (Details will be described later). Usually, when the ignition timing is retarded, the combustion efficiency of the engine E is lowered. In order to ensure fuel efficiency, it is necessary to shorten the retard period as much as possible.
　ところが、前記のように、過渡油圧が確保される前に、吸気充填量の増量が完了してしまうと、全気筒運転が継続している以上、トルクショックの発生を抑制するには、点火タイミングのリタードも継続せざるを得ない。そうすると、過渡油圧の確保に遅れが生じた分、リタード期間が長くなってしまう。このことは、燃費性能の悪化を招くという点で好ましくない。リタード期間を短くするためには、吸気充填量の増量が完了され次第、可及的速やかに減気筒運転を開始することが求められる。 However, as described above, if the increase in the intake charge amount is completed before the transient hydraulic pressure is secured, the ignition timing is used to suppress the occurrence of torque shock as long as all cylinder operation continues. There is no choice but to continue the retard. As a result, the retard period becomes longer due to the delay in securing the transient oil pressure. This is not preferable in that the fuel consumption performance is deteriorated. In order to shorten the retard period, it is required to start the reduced cylinder operation as soon as possible after the increase of the intake charge amount is completed.
　そこで、このエンジンＥに係る準備制御では、吸気充填量の増量に先立って、油圧の立ち上げを開始すると共に、油圧が所定の判定値まで上昇したときに、吸気充填量の増量を開始することにした。 Therefore, in the preparation control for the engine E, the start of the hydraulic pressure is started prior to the increase of the intake charge amount, and the increase of the intake charge amount is started when the hydraulic pressure rises to a predetermined determination value. I made it.
　具体的に、コントローラ６０は、弁停止機構４５ｄ，４６ｄを作動させるとき、オイル制御弁８４に対して制御信号を出力することにより、過渡油圧を目標油圧としたフィードバック制御を開始する。その後、コントローラ６０は、油圧センサ５０ａによって検出される実油圧が、過渡油圧以下に設定された所定の判定値まで上昇したときに、吸気側ＶＶＴ１７排気側ＶＶＴ１８、及びスロットル弁２０４等に対して制御信号を出力することにより、吸気充填量の増量を開始する。これにより、吸気充填量は、全気筒運転の定常時、特に、油圧の立ち上げを開始した時点に比べて増量することになる。 Specifically, the controller 60 outputs a control signal to the oil control valve 84 when operating the valve stop mechanisms 45d and 46d, thereby starting feedback control with the transient oil pressure as the target oil pressure. Thereafter, the controller 60 controls the intake side VVT 17, the exhaust side VVT 18, the throttle valve 204, and the like when the actual oil pressure detected by the oil pressure sensor 50 a rises to a predetermined determination value set to be equal to or lower than the transient oil pressure. By outputting a signal, the intake charge amount is increased. As a result, the intake charge amount is increased when all cylinders are in a steady state, in particular, compared to the time when the start-up of hydraulic pressure is started.
　この準備制御では、油圧の立ち上げに対して、吸気充填量の増量が遅れて開始されるようになっている。そのことで、吸気充填量の増量が完了するタイミングに対し、作動油圧が確保されるタイミングを早めることができる。よって、油圧の立ち上げにバラツキが生じたとしても、吸気充填量の増量が完了され次第、可及的速やかに減気筒運転を開始することができる。 In this preparation control, the increase in the intake charge amount is delayed with respect to the start-up of the hydraulic pressure. As a result, the timing at which the hydraulic pressure is secured can be advanced with respect to the timing at which the increase in the intake charge amount is completed. Therefore, even if there is a variation in the start-up of the hydraulic pressure, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed.
　なお、吸気充填量の増量を開始するタイミングは、判定値の設定変更を通じて、適宜、変更することができる。このエンジンＥでは、判定値の大きさは過渡油圧に等しい。つまり、本実施形態では、過渡油圧が確保されたことを条件として、吸気充填量の増量を開始するようになっている。 Note that the timing for starting to increase the intake charge amount can be changed as appropriate through a change in the determination value setting. In this engine E, the magnitude of the determination value is equal to the transient oil pressure. That is, in the present embodiment, the intake charge amount starts to be increased on the condition that the transient oil pressure is secured.
　＜気筒数の制御の具体的な流れ＞
　図８に、コントローラ６０の制御態様を例示する。この図に示すように、コントローラ６０は、４気筒モードと、４→２気筒移行モードと、２気筒モードと、２→４気筒移行モードとの間で相互に切り換わるようになっている。 <Specific flow of control of the number of cylinders>
FIG. 8 illustrates a control mode of the controller 60. As shown in this figure, the controller 60 switches between a 4-cylinder mode, a 4 → 2 cylinder transition mode, a 2-cylinder mode, and a 2 → 4 cylinder transition mode.
　詳しくは、４気筒モードでは、全気筒運転（特に定常運転）が行われる。４→２気筒移行モードでは、全気筒運転から減気筒運転への移行に関する処理が実行される。２気筒モードでは、減気筒運転（特に定常運転）が行われる。２→４気筒移行モードでは、減気筒運転から全気筒運転への復帰に関する処理が実行される。 Specifically, in the 4-cylinder mode, all cylinder operation (particularly steady operation) is performed. In the 4 → 2-cylinder transition mode, processing related to transition from all-cylinder operation to reduced-cylinder operation is executed. In the two-cylinder mode, reduced cylinder operation (particularly steady operation) is performed. In the 2 → 4 cylinder transition mode, processing related to the return from the reduced cylinder operation to the all cylinder operation is executed.
　さらに詳しくは、４→２気筒移行モードでは、全気筒運転を継続しつつ、前述の準備制御が実行されるリザーブフェーズと、弁停止機構４５ｄ，４６ｄなどを作動させることにより、全気筒運転から減気筒運転への移行を完了する切替フェーズとが順番に行われるようになっている。また、リザーブフェーズは、油圧を立ち上げるための油圧リザーブフェーズと、吸気充填量を増量するための空気リザーブフェーズとから構成されている。ここで、油圧リザーブフェーズは「第１工程」の例示であり、空気リザーブフェーズは「第２工程」の例示であり、切替フェーズは「第３工程」の例示である。 More specifically, in the 4 → 2-cylinder transition mode, the reserve phase in which the above-described preparation control is executed and the valve stop mechanisms 45d and 46d and the like are operated while continuing the all-cylinder operation. The switching phase for completing the transition to the cylinder operation is sequentially performed. The reserve phase includes a hydraulic reserve phase for raising the hydraulic pressure and an air reserve phase for increasing the intake charge amount. Here, the hydraulic reserve phase is an example of “first step”, the air reserve phase is an example of “second step”, and the switching phase is an example of “third step”.
　図９に、全気筒運転と減気筒運転との切替に関する処理を表したフローチャートを例示すると共に、図１０に、全気筒運転から減気筒運転へ移行するときのタイムチャートを例示する。以下、図８～図１０を参照しながら、気筒休止に関する制御の具体的な流れについて説明する。尚、図示は省略するが、図１０に示すタイムチャートにおいて、エンジンＥの要求トルクは一定である。 FIG. 9 illustrates a flowchart showing processing related to switching between all-cylinder operation and reduced-cylinder operation, and FIG. 10 illustrates a time chart when shifting from all-cylinder operation to reduced-cylinder operation. Hereinafter, a specific flow of control related to cylinder deactivation will be described with reference to FIGS. Although illustration is omitted, the required torque of the engine E is constant in the time chart shown in FIG.
　コントローラ６０は、エンジンＥの始動に伴って図９に示す制御を開始する。エンジンＥが始動すると、コントローラ６０は、４気筒モードによって全気筒運転を開始する（ステップＳ１）。 The controller 60 starts the control shown in FIG. When the engine E is started, the controller 60 starts all-cylinder operation in the 4-cylinder mode (step S1).
　全気筒運転の最中、コントローラ６０は、エンジンＥの運転状態を監視する。具体的に、コントローラ６０は、各センサの検出結果に基づいて、現在の運転状態を把握すると共に、その運転状態と、図７に示すマップ等を照らし合わせることにより、前述の減気筒フラグが成立するか（フラグＯＮ）否か（フラグＯＦＦ）を判定する（ステップＳ２）。減気筒フラグが成立しない場合（ステップＳ２：ＮＯ）、コントローラ６０はステップＳ１に戻る。つまり、減気筒フラグが成立しない限り、コントローラ６０は４気筒モードを継続する。 During the all cylinder operation, the controller 60 monitors the operating state of the engine E. Specifically, the controller 60 grasps the current operating state based on the detection result of each sensor, and compares the operating state with the map shown in FIG. It is determined whether to perform (flag ON) or not (flag OFF) (step S2). If the reduced cylinder flag is not established (step S2: NO), the controller 60 returns to step S1. That is, as long as the reduced cylinder flag is not established, the controller 60 continues the 4-cylinder mode.
　一方、ステップＳ２において減気筒フラグが成立した場合、コントローラ６０は、図１０の時間ｔ１に示すように、全気筒運転から減気筒運転へ移行するべく、４気筒モードから４→２気筒移行モードへ切り換わる。具体的に、コントローラ６０は、４→２気筒移行モードへ切り換わると、油圧リザーブフェーズを開始する（ステップＳ３）。 On the other hand, when the reduced cylinder flag is established in step S2, the controller 60 changes from the 4-cylinder mode to the 4 → 2-cylinder transition mode in order to shift from the full cylinder operation to the reduced cylinder operation as shown at time t1 in FIG. Switch. Specifically, when the controller 60 is switched to the 4 → 2 cylinder transition mode, the hydraulic reserve phase is started (step S3).
　ステップＳ３において、コントローラ６０は、目標油圧を過渡油圧に設定し、オイル制御弁８４へ制御信号を出力する。これにより、油圧のフィードバック制御が開始されて、油圧経路を流れるオイルが加圧される。尚、油圧リザーブフェーズの最中は、図１０の燃料噴射（＃１，＃４）に示すように、全気筒運転が継続されるようになっている。 In step S 3, the controller 60 sets the target hydraulic pressure to a transient hydraulic pressure and outputs a control signal to the oil control valve 84. Thereby, the feedback control of the hydraulic pressure is started, and the oil flowing through the hydraulic pressure path is pressurized. During the hydraulic reserve phase, all cylinder operation is continued as shown in fuel injection (# 1, # 4) in FIG.
　また、油圧リザーブフェーズの最中、コントローラ６０は、エンジンＥの運転状態に基づいて、減気筒フラグが依然として成立しているか否かを判定する（ステップＳ４）。減気筒フラグが成立していない場合（ステップＳ４：ＮＯ）、例えば、油圧リザーブフェーズへ移行した後に、エンジンＥの運転状態が図７の減気筒運転領域Ａ１から外れてしまった場合、コントローラ６０は、ステップＳ１へ戻る。この場合、減気筒運転への移行を取止めて、４気筒モードでの定常運転に戻る。一方、減気筒フラグが成立している場合（ステップＳ４：ＹＥＳ）、ステップＳ５へ進み、実油圧と判定値との比較を行う。判定値は予め設定されており、コントローラ６０に記憶されている。前述の如く、このエンジンＥでは、判定値は過渡油圧に等しい。 Also, during the hydraulic reserve phase, the controller 60 determines whether or not the reduced cylinder flag is still established based on the operating state of the engine E (step S4). If the reduced cylinder flag is not established (step S4: NO), for example, if the operating state of the engine E deviates from the reduced cylinder operating region A1 in FIG. Return to step S1. In this case, the transition to the reduced cylinder operation is stopped and the steady operation in the four cylinder mode is resumed. On the other hand, when the reduced cylinder flag is established (step S4: YES), the process proceeds to step S5, and the actual hydraulic pressure is compared with the determination value. The determination value is set in advance and stored in the controller 60. As described above, in this engine E, the determination value is equal to the transient oil pressure.
　具体的に、ステップＳ５において、コントローラ６０は、実油圧（図１０最下段の実線を参照）が、判定値（図１０最下段の破線を参照）以上であるか否かを判定する。この判定がＮＯの場合（ステップＳ５：ＮＯ）、コントローラ６０は、ステップＳ３に戻り、エンジンＥの運転状態を監視しつつ、油圧の立ち上げを続行する。一方、実油圧が判定値以上の場合、つまり、図１０の時間ｔ２に示すように、油圧の立ち上げが完了した場合、コントローラ６０は、油圧リザーブフェーズから空気リザーブフェーズへ移行する（ステップＳ６）。 Specifically, in step S5, the controller 60 determines whether or not the actual hydraulic pressure (see the solid line at the bottom of FIG. 10) is equal to or greater than the determination value (see the broken line at the bottom of FIG. 10). If this determination is NO (step S5: NO), the controller 60 returns to step S3, and continues to start up the hydraulic pressure while monitoring the operating state of the engine E. On the other hand, when the actual oil pressure is equal to or higher than the determination value, that is, when the start-up of the oil pressure is completed as shown at time t2 in FIG. 10, the controller 60 shifts from the oil pressure reserve phase to the air reserve phase (step S6). .
　全気筒運転から減気筒運転へ移行したときに、トルクショックが発生しないようにするには、全気筒運転と減気筒運転とで出力トルクを一定に保つことが求められる。そのため、コントローラ６０は、４気筒モードから２気筒モードへ移行するときに、各気筒において生成される混合気の量を増量させるようになっている。混合気の量を増量させるためには、エンジンＥの要求トルクと空燃比に応じて、吸気充填量と燃料量を増量することが求められる。吸気充填量の増量は、充填効率を介して行われる。 ¡In order to prevent torque shocks when shifting from full-cylinder operation to reduced-cylinder operation, it is required to keep the output torque constant in all-cylinder operation and reduced-cylinder operation. Therefore, the controller 60 increases the amount of air-fuel mixture generated in each cylinder when shifting from the 4-cylinder mode to the 2-cylinder mode. In order to increase the amount of the air-fuel mixture, it is required to increase the intake charge amount and the fuel amount in accordance with the required torque of the engine E and the air-fuel ratio. The increase of the intake charge amount is performed via the charging efficiency.
　そこで、ステップＳ６において、コントローラ６０は、要求充填効率（図１０の上から２～３段目の破線を参照）を、全気筒運転の定常時の２倍に設定し、その設定に対応した吸気弁１３及び排気弁１４の開閉タイミングの目標値を決定する。そして、コントローラ６０は、その目標値を実現するように、吸気側ＶＶＴ１７、及び、排気側ＶＶＴ１８に対して制御信号を出力する。これにより、図１０の上から２～３段目に示すチャートの実線に示すように、充填効率の増加が開始される。ここで、吸気側ＶＶＴ１７、及び排気側ＶＶＴ１８の制御を通じて実現される実際の充填効率（実充填効率）と、要求充填効率とのズレは、スロットル弁２０４を介して解消されるようになっている。 Therefore, in step S6, the controller 60 sets the required charging efficiency (see the broken lines in the second to third stages from the top in FIG. 10) to twice the steady state of all cylinder operation, and the intake air corresponding to the setting. The target value of the opening / closing timing of the valve 13 and the exhaust valve 14 is determined. Then, the controller 60 outputs a control signal to the intake side VVT 17 and the exhaust side VVT 18 so as to realize the target value. As a result, as shown by the solid lines in the charts shown in the second to third stages from the top in FIG. Here, the deviation between the actual charging efficiency (actual charging efficiency) realized through the control of the intake side VVT 17 and the exhaust side VVT 18 and the required charging efficiency is eliminated via the throttle valve 204. .
　すなわち、エレキスロットルとして構成されたスロットル弁２０４は、吸気側ＶＶＴ１７及び排気側ＶＶＴ１８よりも応答性に優れる。そこで、吸気側ＶＶＴ１７及び排気側ＶＶＴ１８に対して、まずベースとなる目標値を与え、その目標値が入力されたときに実現される要求効率と、要求充填効率とのズレを、エアフローセンサ６２の検出結果に基づくスロットル弁２０４の開度調整を通じて解消するようになっている。これにより、要求充填効率を精度良く実現することができる。尚、空気リザーブフェーズの最中は、油圧リザーブフェーズと同様に、全気筒運転が継続されるようになっている。 That is, the throttle valve 204 configured as an electric throttle is more responsive than the intake side VVT 17 and the exhaust side VVT 18. Therefore, first, a target value serving as a base is given to the intake side VVT 17 and the exhaust side VVT 18, and the deviation between the required efficiency realized when the target value is input and the required charging efficiency is determined by the air flow sensor 62. This is eliminated by adjusting the opening degree of the throttle valve 204 based on the detection result. Thereby, the required filling efficiency can be realized with high accuracy. Note that, during the air reserve phase, all-cylinder operation is continued as in the hydraulic reserve phase.
　また、コントローラ６０は、吸気充填量の増量に伴って、各気筒に供給される燃料量も増量させる。燃料量の目標値は、エンジンＥの要求トルクに基づき決定されるようになっており、一気筒あたりの目標値は、全気筒運転の定常時の２倍に設定される。 Also, the controller 60 increases the amount of fuel supplied to each cylinder as the intake charge amount increases. The target value of the fuel amount is determined based on the required torque of the engine E, and the target value per cylinder is set to twice that in the steady state of all cylinder operation.
　しかし、前述の如く、空気リザーブフェーズの最中は、全気筒運転が継続されるようになっているため、吸気充填量と燃料量を増量してしまうと、気筒内に生成される混合気が増量する分、エンジンＥ全体では出力トルクが一時的に増大してしまい、トルクショックを生じるおそれがある。 However, as described above, all cylinder operation is continued during the air reserve phase, so if the intake charge amount and the fuel amount are increased, the air-fuel mixture generated in the cylinder will be increased. As the amount increases, the output torque of the engine E as a whole increases temporarily, which may cause a torque shock.
　そこで、このエンジンＥでは、コントローラ６０は、空気リザーブフェーズにおいて、一気筒あたりの出力トルクが減少するように、全気筒運転の定常時（具体的には、オイル制御弁８４による油圧の立ち上げを開始した時点）と比較して点火タイミングをリタードさせる。具体的に、コントローラ６０は、吸気充填量を増量させながら全気筒運転を継続したとしても、エンジンＥ全体では出力トルクが略一定に保たれるような点火タイミング（例えば、ＭＢＴ以降のタイミング）を決定し、その点火タイミングに対応した制御信号を、点火プラグ５へ出力する。これにより、吸気充填量の増量と、トルクショックの抑制を両立することができる。 Therefore, in this engine E, the controller 60 increases the hydraulic pressure by the oil control valve 84 in a steady state of all cylinder operation so that the output torque per cylinder decreases in the air reserve phase. The ignition timing is retarded in comparison with the starting time). Specifically, the controller 60 sets an ignition timing (for example, timing after MBT) such that the output torque of the engine E as a whole is kept substantially constant even if the all-cylinder operation is continued while increasing the intake charge amount. The control signal corresponding to the ignition timing is output to the spark plug 5. Thereby, it is possible to achieve both an increase in the intake charge amount and a suppression of torque shock.
　また、空気リザーブフェーズの最中、コントローラ６０は、エンジンＥの運転状態に基づいて、減気筒フラグが依然として成立しているか否かを判定する（ステップＳ７）。減気筒フラグが成立していない場合（ステップＳ７：ＮＯ）、例えば、空気リザーブフェーズへ移行した後に、エンジンＥの運転状態が図７の減気筒運転領域Ａ１から外れてしまった場合、コントローラ６０は、ステップＳ１へ戻る。この場合、減気筒運転への移行を取止めて、４気筒モードでの定常運転に戻る。一方、減気筒フラグが成立している場合（ステップＳ７：ＹＥＳ）には、ステップＳ８へ進み、エンジンＥの運転状態から推測される実際の充填効率（実充填効率）と要求充填効率との比較を行う。 Further, during the air reserve phase, the controller 60 determines whether or not the reduced cylinder flag is still established based on the operating state of the engine E (step S7). If the reduced cylinder flag is not satisfied (step S7: NO), for example, if the operating state of the engine E deviates from the reduced cylinder operating region A1 in FIG. 7 after shifting to the air reserve phase, the controller 60 Return to step S1. In this case, the transition to the reduced cylinder operation is stopped and the steady operation in the four cylinder mode is resumed. On the other hand, if the reduced cylinder flag is established (step S7: YES), the process proceeds to step S8, where the actual charging efficiency (actual charging efficiency) estimated from the operating state of the engine E is compared with the required charging efficiency. I do.
　具体的に、ステップＳ８において、コントローラ６０は、実充填効率が要求充填効率以上であるか否かを判定する。ここで、実充填効率は、エアフローセンサ６２の検出結果、及び、予め規定されたマップ等に基づいて求められるようになっている。この判定がＮＯの場合（ステップＳ８：ＮＯ）、コントローラ６０は、ステップＳ６に戻り、エンジンＥの運転状態を監視しつつ、吸気充填量の増量を続行する。一方、図１０の時間ｔ３に示すように、実充填効率が要求充填効率以上の場合、つまり、吸気充填量の増量が完了した場合、コントローラ６０は、４→２気筒移行モードにおける空気リザーブフェーズから、同モードにおける切替フェーズへ移行する（ステップＳ９）。 Specifically, in step S8, the controller 60 determines whether or not the actual filling efficiency is equal to or higher than the required filling efficiency. Here, the actual filling efficiency is obtained on the basis of the detection result of the air flow sensor 62 and a predefined map or the like. If this determination is NO (step S8: NO), the controller 60 returns to step S6 and continues increasing the intake charge amount while monitoring the operating state of the engine E. On the other hand, as shown at time t3 in FIG. 10, when the actual charging efficiency is equal to or higher than the required charging efficiency, that is, when the increase of the intake charging amount is completed, the controller 60 starts from the air reserve phase in the 4 → 2-cylinder transition mode. The process proceeds to the switching phase in the same mode (step S9).
　ステップＳ９において、コントローラ６０は、第２方向切換弁９７及び第３方向切換弁９８を開放することにより、過渡油圧まで加圧されたオイルを弁停止機構４５ｄ，４６ｄへ供給する。これにより、弁停止機構４５ｄ，４６ｄは、油圧を受けて作動することにより、ロック状態からアンロック状態となり、第１気筒及び第４気筒の稼働を停止させる。 In step S9, the controller 60 opens the second direction switching valve 97 and the third direction switching valve 98 to supply oil pressurized to the transient hydraulic pressure to the valve stop mechanisms 45d and 46d. As a result, the valve stop mechanisms 45d and 46d are operated by receiving hydraulic pressure, so that the locked state is changed to the unlocked state, and the operations of the first cylinder and the fourth cylinder are stopped.
　また、コントローラ６０は、第２方向切換弁９７及び第３方向切換弁９８の開放と並行して、第１気筒及び第４気筒では、インジェクタ４と点火プラグ５の作動を停止させる。一方、コントローラ６０は、第２気筒及び第３気筒では、インジェクタ４と点火プラグ５の作動を継続する。第２気筒及び第３気筒において、点火プラグ５は、点火タイミングのリタードを解除する（詳しくは、全気筒運転の定常時と同じ点火タイミングとする）。 Further, the controller 60 stops the operation of the injector 4 and the spark plug 5 in the first cylinder and the fourth cylinder in parallel with the opening of the second direction switching valve 97 and the third direction switching valve 98. On the other hand, the controller 60 continues the operation of the injector 4 and the spark plug 5 in the second cylinder and the third cylinder. In the second cylinder and the third cylinder, the spark plug 5 cancels the retard of the ignition timing (specifically, the ignition timing is the same as that in the steady state of all cylinder operation).
　コントローラ６０は、このようにして、エンジンＥを全気筒運転から減気筒運転へ移行させる。図１０の時間ｔ４に示すように、減気筒運転への移行が完了すると、コントローラ６０は、４→２気筒移行モードから２気筒モードへ切り換わり、２気筒モードでの減気筒運転を開始する（ステップＳ１０）。 In this way, the controller 60 shifts the engine E from the full cylinder operation to the reduced cylinder operation. As shown at time t4 in FIG. 10, when the transition to the reduced cylinder operation is completed, the controller 60 switches from the 4 → 2 cylinder transition mode to the 2 cylinder mode and starts the reduced cylinder operation in the 2 cylinder mode ( Step S10).
　減気筒運転の最中、コントローラ６０は、エンジンＥの運転状態を監視する。具体的に、コントローラ６０は、各センサの検出結果に基づいて、現在の運転状態を把握すると共に、その運転状態と、図７に示すマップ等を照らし合わせることにより、前述の減気筒フラグが依然として成立しているか否かを判定する（ステップＳ１１）。減気筒フラグが成立している場合（ステップＳ１１：ＹＥＳ）、コントローラ６０はステップＳ１０に戻る。つまり、減気筒フラグが成立している限り、コントローラ６０は２気筒モードを継続するようになっている。 During the reduced cylinder operation, the controller 60 monitors the operating state of the engine E. Specifically, the controller 60 grasps the current operating state based on the detection result of each sensor, and compares the operating state with the map shown in FIG. It is determined whether or not established (step S11). If the reduced cylinder flag is established (step S11: YES), the controller 60 returns to step S10. That is, as long as the reduced cylinder flag is established, the controller 60 continues the two-cylinder mode.
　なお、減気筒運転の最中、弁停止機構４５，４６ｄの要求油圧（維持油圧とも称する）は、全気筒運転の定常時よりも大きくかつ、過渡油圧よりも小さな値に設定される。図１０に示すように、油圧経路を流れるオイルの油圧は、その維持油圧に調整されるようになっている。 During the reduced cylinder operation, the required oil pressure (also referred to as maintenance oil pressure) of the valve stop mechanisms 45 and 46d is set to a value that is larger than the steady state of all cylinder operation and smaller than the transient oil pressure. As shown in FIG. 10, the oil pressure of the oil flowing through the oil pressure path is adjusted to the maintenance oil pressure.
　一方、図１０の時間ｔ５に示すように、ステップＳ１１において減気筒フラグが成立しなかった場合、コントローラ６０は、減気筒運転から全気筒運転へ復帰するべく、２気筒モードから２→４気筒移行モードへ切り換わる（ステップＳ１２）。 On the other hand, as shown at time t5 in FIG. 10, when the reduced cylinder flag is not satisfied in step S11, the controller 60 shifts from the 2-cylinder mode to the 2 → 4 cylinder in order to return from the reduced cylinder operation to the all cylinder operation. The mode is switched (step S12).
　２→４気筒移行モードにおいて、コントローラ６０は、第１気筒及び第４気筒において、インジェクタ４と点火プラグ５との作動を再開したり、ＶＶＴ１７，１８を作動させたりすることにより、全気筒運転へ復帰するための準備を整えると共に、弁停止機構４５ｄ，４６ｄをアンロック状態からロック状態に戻すことにより、図１０の時間ｔ６に示すように、第１気筒及び第４気筒の稼働を再開させる。 In the 2 → 4 cylinder transition mode, the controller 60 restarts the operation of the injector 4 and the spark plug 5 in the first cylinder and the fourth cylinder, or operates the VVTs 17 and 18 to move to the all cylinder operation. Preparations for returning are made, and the valve stop mechanisms 45d and 46d are returned from the unlocked state to the locked state, thereby restarting the operation of the first cylinder and the fourth cylinder as shown at time t6 in FIG.
　コントローラ６０は、このようにして、エンジンＥを減気筒運転から全気筒運転へ復帰させる。全気筒運転への復帰が完了すると、コントローラ６０は、２→４気筒移行モードから４気筒モードへ戻り（ステップＳ１）、４気筒モードでの全気筒運転を再開する。 In this way, the controller 60 returns the engine E from the reduced cylinder operation to the all cylinder operation. When the return to the all cylinder operation is completed, the controller 60 returns from the 2 → 4 cylinder transition mode to the 4 cylinder mode (step S1) and restarts the all cylinder operation in the 4 cylinder mode.
　＜まとめ＞
　以上説明したように、この制御装置では、油圧が所定の判定値まで上昇した後に、吸気充填量の増量を開始する。判定値の設定に応じて、吸気充填量の増量を開始するタイミングを遅らせることができる。これにより、図１０から見て取れるように、吸気充填量の増量が完了するタイミングに対し、過渡油圧が確保されるタイミングを早めることができる。よって、油圧の立ち上がりにバラツキが生じたとしても、吸気充填量の増量が完了され次第、可及的速やかに減気筒運転を開始することができる。よって、全気筒運転から減気筒運転への移行時に、燃費性能の悪化を抑制することができる。 <Summary>
As described above, in this control device, after the hydraulic pressure has increased to a predetermined determination value, the increase in the intake charge amount is started. The timing for starting to increase the intake charge amount can be delayed according to the setting of the determination value. Thereby, as can be seen from FIG. 10, the timing at which the transient hydraulic pressure is secured can be advanced with respect to the timing at which the increase of the intake charge amount is completed. Therefore, even if the rise in hydraulic pressure varies, the reduced cylinder operation can be started as soon as possible after the increase in the intake charge amount is completed. Therefore, it is possible to suppress the deterioration of the fuel consumption performance when shifting from the full cylinder operation to the reduced cylinder operation.
　特に、この制御装置では、吸気充填量の増量を開始するタイミングを規定する判定値は、過渡油圧と同じ値に設定されている。これにより、図８～図１０に示すように、４→２気筒移行モードにおいて、過渡油圧を確保するための油圧リザーブフェーズと、吸気充填量を増量させるための空気リザーブフェーズとを、１つずつ順番に行うことができる。吸気充填量の増量が完了する前に、過渡油圧を確実に確保することができるから、吸気充填量の増量が完了され次第、全気筒運転を継続することなく、減気筒運転を開始することが可能になる。よって、全気筒運転から減気筒運転への移行を安定させて、燃費性能の悪化を抑制する上で有利になる。 In particular, in this control device, the determination value that defines the timing for starting to increase the intake charge amount is set to the same value as the transient oil pressure. As a result, as shown in FIGS. 8 to 10, in the 4 → 2-cylinder transition mode, one hydraulic reserve phase for securing the transient hydraulic pressure and one air reserve phase for increasing the intake charge amount are provided one by one. Can be done in order. Since the transient hydraulic pressure can be ensured before the increase of the intake charge amount is completed, as soon as the increase of the intake charge amount is completed, the reduced cylinder operation can be started without continuing the all cylinder operation. It becomes possible. Therefore, it is advantageous in stabilizing the transition from the full cylinder operation to the reduced cylinder operation and suppressing the deterioration of the fuel consumption performance.
　《他の実施形態》
　前記実施形態では、吸気充填量の増量を開始するタイミングを規定する判定値を、過渡油圧と等しく設定した構成を例示したが、この構成には限られない。判定値は、過渡油圧以下の値であればよい。例えば、判定値として、過渡油圧に所定の比率（例えば、０．８～０．９程度）を乗じた値を用いてもよい。 << Other embodiments >>
In the above-described embodiment, the configuration in which the determination value that defines the timing for starting the increase of the intake charge amount is set equal to the transient hydraulic pressure is exemplified, but the configuration is not limited thereto. The determination value may be a value equal to or less than the transient oil pressure. For example, a value obtained by multiplying the transient oil pressure by a predetermined ratio (for example, about 0.8 to 0.9) may be used as the determination value.
１００　エンジン本体
２００　吸気通路
２０４　スロットル弁（充填量調整装置）
４　　　インジェクタ
５　　　点火プラグ
１３　　吸気弁
１４　　排気弁
１７　　吸気側ＶＶＴ（充填量調整装置）
１８　　排気側ＶＶＴ（充填量調整装置）
４５ｄ　弁停止機構
４６ｄ　弁停止機構
５０ａ　油圧センサ
６０　　コントローラ
８１　　オイルポンプ（オイル供給装置）
８４　　オイル制御弁（オイル供給装置）
９７　　第２方向切換弁（制御弁）
９８　　第３方向切換弁（制御弁）
Ｅ　　　エンジン 100 Engine body 200 Intake passage 204 Throttle valve (filling amount adjusting device)
4 Injector 5 Spark plug 13 Intake valve 14 Exhaust valve 17 Intake side VVT (filling amount adjusting device)
18 Exhaust side VVT
45d Valve stop mechanism 46d Valve stop mechanism 50a Hydraulic sensor 60 Controller 81 Oil pump (oil supply device)
84 Oil control valve (oil supply device)
97 Second direction switching valve (control valve)
98 Third direction switching valve (control valve)
E engine

Claims (6)

  1. 　複数の気筒を有しかつ、該複数の気筒を全て稼働させる全気筒運転と、前記複数の気筒のうちの一部を休止させる減気筒運転との間で切り換わるよう構成されたエンジンの制御装置であって、
    　所定の作動油圧まで加圧されたオイルが供給されたときに、前記エンジンを前記全気筒運転から前記減気筒運転へ切り換えるよう作動する弁停止機構と、
    　前記弁停止機構に接続された油圧経路へオイルを吐出すると共に、該オイルの油圧を調整するように構成されたオイル供給装置と、
    　前記油圧経路から前記弁停止機構へオイルを供給する制御弁と、
    　前記複数の気筒それぞれに供給されるガスの量を示す吸気充填量を調整する充填量調整装置と、
    　前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに接続されかつ、前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに制御信号を出力することによって、前記エンジンを運転するよう構成されたコントローラと、
    　前記コントローラに接続されかつ、前記油圧経路を流れるオイルの油圧を検出すると共に、該検出結果を示す信号を前記コントローラへ出力する油圧センサと、を備え、
    　前記コントローラは、前記油圧センサにより検出される油圧を前記作動油圧まで上昇させるよう、前記オイル供給装置に制御信号を出力した後に、該作動油圧に調整されたオイルを前記弁停止機構に供給するよう、前記制御弁に制御信号を出力することによって前記弁停止機構を作動させ、
    　前記コントローラはまた、前記弁停止機構を作動させるとき、前記オイル供給装置へ制御信号を出力した後、前記油圧センサにより検出される油圧が、前記作動油圧以下に設定された所定の判定値まで上昇したときに、該油圧の立ち上げを開始した時点と比較して前記吸気充填量を増量させるよう、前記充填量調整装置に対して制御信号を出力するエンジンの制御装置。     An engine control apparatus having a plurality of cylinders and configured to switch between an all-cylinder operation in which all of the plurality of cylinders are operated and a reduced cylinder operation in which a part of the plurality of cylinders is deactivated. Because
    A valve stop mechanism that operates to switch the engine from the all-cylinder operation to the reduced-cylinder operation when oil pressurized to a predetermined operating oil pressure is supplied;
    An oil supply device configured to discharge oil to a hydraulic path connected to the valve stop mechanism and to adjust the oil pressure of the oil;
    A control valve for supplying oil from the hydraulic path to the valve stop mechanism;
    A filling amount adjusting device for adjusting an intake filling amount indicating an amount of gas supplied to each of the plurality of cylinders;
    By connecting a control signal to each of the oil supply device, the control valve, and the filling amount adjustment device, and outputting a control signal to each of the oil supply device, the control valve, and the filling amount adjustment device, A controller configured to operate the engine;
    A hydraulic sensor connected to the controller and detecting a hydraulic pressure of the oil flowing through the hydraulic path, and outputting a signal indicating the detection result to the controller;
    The controller outputs a control signal to the oil supply device so as to increase the oil pressure detected by the oil pressure sensor to the operating oil pressure, and then supplies the oil adjusted to the operating oil pressure to the valve stop mechanism. , Operating the valve stop mechanism by outputting a control signal to the control valve,
    The controller also outputs a control signal to the oil supply device when operating the valve stop mechanism, and then the oil pressure detected by the oil pressure sensor rises to a predetermined determination value set to be equal to or lower than the operating oil pressure. An engine control device for outputting a control signal to the filling amount adjusting device so as to increase the intake filling amount as compared with a point in time when the hydraulic pressure is started to rise.
  2. 　請求項１に記載のエンジンの制御装置において、
    　前記コントローラは、前記弁停止機構を作動させるとき、前記油圧センサにより検出される油圧が前記作動油圧まで上昇したときに、前記充填量調整装置に対して制御信号を出力するエンジンの制御装置。     The engine control device according to claim 1,
    When the valve stop mechanism is operated, the controller outputs a control signal to the filling amount adjusting device when the oil pressure detected by the oil pressure sensor rises to the operating oil pressure.
  3. 　請求項１又は２に記載のエンジンの制御装置において、
    　前記オイル供給装置は、
    　　可変容量型のオイルポンプと、
    　　前記コントローラに接続されかつ、該コントローラの制御信号を受けて前記オイルポンプのオイル吐出量を調整することにより、該オイルの油圧を制御するよう構成されたオイル制御弁と、を有するエンジンの制御装置。     The engine control device according to claim 1 or 2,
    The oil supply device
    A variable displacement oil pump,
    An engine control device, comprising: an oil control valve connected to the controller and configured to control an oil discharge amount of the oil pump in response to a control signal of the controller to control an oil pressure of the oil .
  4. 　請求項１～３のいずれか１項に記載のエンジンの制御装置において、
    　前記コントローラに接続されかつ、該コントローラの制御信号を受けて、前記気筒内の混合気に対して所定の点火タイミングで点火をするように構成された点火プラグと、を備え、
    　前記コントローラは、前記弁停止機構を作動させるとき、前記オイル供給装置による油圧の立ち上げを開始した時点と比較して前記点火タイミングをリタードさせることにより、一気筒あたりの出力トルクが減少するように、前記点火プラグに対して制御信号を出力するエンジンの制御装置。     The engine control device according to any one of claims 1 to 3,
    An ignition plug connected to the controller and configured to ignite the air-fuel mixture in the cylinder at a predetermined ignition timing in response to a control signal from the controller;
    When operating the valve stop mechanism, the controller retards the ignition timing in comparison with the time when the oil supply device starts to increase the hydraulic pressure so that the output torque per cylinder decreases. An engine control device that outputs a control signal to the spark plug.
  5. 　請求項１～４のいずれか１項に記載のエンジンの制御装置において、
    　前記充填量調整装置は、
    　　前記複数の気筒の各々に設けられ、各気筒の吸気弁及び排気弁それぞれの開閉タイミングを変更する可変バルブタイミング機構と、
    　　前記複数の気筒に接続された吸気通路に設けられ、該吸気通路を通過するガスの流量を調整するスロットル弁と、を有するエンジンの制御装置。     The engine control device according to any one of claims 1 to 4,
    The filling amount adjusting device includes:
    A variable valve timing mechanism provided in each of the plurality of cylinders for changing the opening and closing timing of each intake valve and exhaust valve of each cylinder;
    And a throttle valve provided in an intake passage connected to the plurality of cylinders and configured to adjust a flow rate of gas passing through the intake passage.
  6. 　複数の気筒を有しかつ、該複数の気筒を全て稼働させる全気筒運転と、前記複数の気筒のうちの一部を休止させる減気筒運転との間で切り換わるよう構成されたエンジンの制御方法であって、
    　前記エンジンの制御装置は、
    　　所定の作動油圧まで加圧されたオイルが供給されたときに、前記エンジンを前記全気筒運転から前記減気筒運転へ切り換えるよう作動する弁停止機構と、
    　　前記弁停止機構に接続された油圧経路へオイルを吐出すると共に、該オイルの油圧を調整するように構成されたオイル供給装置と、
    　　前記油圧経路から前記弁停止機構へオイルを供給する制御弁と、
    　　前記複数の気筒それぞれに供給されるガスの量を示す吸気充填量を調整する充填量調整装置と、
    　　前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに接続されかつ、前記オイル供給装置、前記制御弁、及び、前記充填量調整装置のそれぞれに制御信号を出力することによって、前記エンジンを運転するよう構成されたコントローラと、
    　　前記コントローラに接続されかつ、前記油圧経路を流れるオイルの油圧を検出すると共に、該検出結果を示す信号を前記コントローラへ出力する油圧センサと、を備え、
    　前記弁停止機構を作動させるとき、
    　　前記油圧経路を流れるオイルを、前記作動油圧に向けて加圧する第１工程と、
    　　前記第１工程を開始した後、前記油圧センサにより検出される油圧が、前記作動油圧以下に設定された所定の判定値まで上昇したときに、該油圧の立ち上げを開始した時点と比較して前記吸気充填量を増量させる第２工程と、
    　前記第１工程、及び前記第２工程が両方とも完了した後に、前記作動油圧に調整されたオイルを前記弁停止機構に供給する第３工程と、を実行するエンジンの制御方法。     An engine control method having a plurality of cylinders and configured to switch between an all-cylinder operation in which all of the plurality of cylinders are operated and a reduced cylinder operation in which a part of the plurality of cylinders is deactivated. Because
    The engine control device comprises:
    A valve stop mechanism that operates to switch the engine from the all-cylinder operation to the reduced-cylinder operation when oil pressurized to a predetermined operating oil pressure is supplied;
    An oil supply device configured to discharge oil to a hydraulic path connected to the valve stop mechanism and to adjust the oil pressure of the oil;
    A control valve for supplying oil from the hydraulic path to the valve stop mechanism;
    A filling amount adjusting device for adjusting an intake filling amount indicating an amount of gas supplied to each of the plurality of cylinders;
    By connecting a control signal to each of the oil supply device, the control valve, and the filling amount adjustment device, and outputting a control signal to each of the oil supply device, the control valve, and the filling amount adjustment device, A controller configured to operate the engine;
    A hydraulic sensor connected to the controller and detecting a hydraulic pressure of the oil flowing through the hydraulic path, and outputting a signal indicating the detection result to the controller;
    When operating the valve stop mechanism,
    A first step of pressurizing oil flowing through the hydraulic path toward the hydraulic pressure;
    After the start of the first step, when the hydraulic pressure detected by the hydraulic pressure sensor rises to a predetermined determination value set to be equal to or lower than the operating hydraulic pressure, compared to the time when the hydraulic pressure starts to rise. A second step of increasing the intake charge amount;
    An engine control method that executes a third step of supplying oil adjusted to the hydraulic pressure to the valve stop mechanism after both the first step and the second step are completed.
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